WO2016110233A1

WO2016110233A1 - Variable compression ratio engine

Info

Publication number: WO2016110233A1
Application number: PCT/CN2016/070049
Authority: WO
Inventors: 范伟俊
Original assignee: 范伟俊
Priority date: 2015-01-09
Filing date: 2016-01-04
Publication date: 2016-07-14
Also published as: CN104500242A; CN104500242B

Abstract

A variable compression ratio engine, comprising a piston (1), connecting rods, and a crankshaft (5); the connecting rods comprise a top connecting rod (2) and a bottom connecting rod (7); the top end of the top connecting rod (2) is connected to the piston (1) by means of a piston pin; the bottom end of the top connecting rod (2) is connected to a beam (4) by means of a left pin (3); the beam (4) is connected to the top end of the bottom connecting rod (7) by means of a beam pin (8); the bottom end of the bottom connecting rod (7) is connected to the crankshaft (5) by means of a connecting rod journal; the other end of the beam (4) is connected to a control rod (11) by means of a right pin (12); the control rod (11) can only move up and down; the bottom end of the control rod (11) is provided with an elastic element; the top end of the control rod (11) is provided with a groove; a wheel (14) is provided in said groove; the wheel (14) is turnably connected to the groove by means of a cross pin (15); a cam (13) is proved above the wheel (14) and contacts same; the sprocket (30) provided at one end of the crankshaft (5) drives the cam (13) to rotate by means of a transmission element; the cam rotates once for every two crankshaft (5) rotations. The variable compression ratio engine improves engine output efficiency, achieving the objectives of increasing power and saving fuel.

Description

Variable compression ratio engine

Technical field

The present invention relates to an engine, and in particular to a variable compression ratio engine.

Background technique

The compression ratio of the engine refers to the ratio of the cylinder volume when the piston moves to the bottom dead center and the cylinder volume when the piston moves to the top dead center. It is an important factor affecting the power and torque output. The compression ratio of the conventional engine is generally fixed. . In order to enable modern engines to perform better in a variety of changing conditions and to cope with changes to improve engine performance, in recent years automotive manufacturers have begun to turn their research into variable compression ratio engines. When the engine is at medium and low load, in order to improve the engine's emission level, a larger compression ratio is required, and at a higher load, a higher supercharging pressure is required, and the compression ratio needs to be lowered, which can improve the fuel economy and output of the engine. power. As oil prices continue to rise, the goal of achieving energy efficiency through the development of variable compression ratio engines is a major trend in the automotive industry.

Summary of the invention

The present invention provides a variable compression ratio engine, and in particular, a variable compression ratio engine capable of changing the relative angle of a cam to a crankshaft.

According to the present invention, a variable compression ratio engine includes a piston, a connecting rod and a crankshaft, the connecting rod includes an upper link and a lower link, and an upper end of the upper link is connected to the piston through a piston pin, and the upper link The lower end is connected to one end of the beam by a left pin, the upper end of the beam and the lower link are connected by a beam pin, the lower end of the lower link is connected to the crankshaft through a connecting rod journal; the other end of the beam passes the right pin and the control rod Connection, the control rod can only move up and down; the lower end of the control rod is provided with elastic parts, control The upper end of the rod is provided with a groove, the wheel is provided with a wheel, and the wheel is rollingly connected with the groove through the cross pin; a cam is in contact with the wheel above the wheel, and the cam is driven by the crank sprocket disposed at one end of the crankshaft The mechanism drives the rotation, the crankshaft rotates for 2 weeks, and the cam rotates for 1 week.

The transmission mechanism includes a camshaft drive sprocket, a control sleeve, a chain A, an adjustment wheel, a transmission gear and a worm A. The cam is connected to one end of the camshaft, and the other end of the camshaft is provided with a slanted tooth pattern, and the adjustment sleeve The utility model is disposed on an outer side of one end of the camshaft with a helical gear, and one side of the adjusting sleeve is respectively provided with a convex cuboid strip, the camshaft driving sprocket is sleeved on the outer side of the regulating sleeve and the inner cavity and the rectangular body strip In agreement, the regulating sleeve can move left and right in the inner cavity of the camshaft driving sprocket, and the regulating sleeve can rotate with the rotation of the camshaft driving sprocket; the crank sprocket drives the camshaft driving sprocket to rotate through the chain A; The outer side of the other side of the regulating sleeve is provided with an adjusting wheel, and the adjusting wheel does not rotate with the rotation of the regulating sleeve; the outer side of the adjusting wheel is provided with a tooth pattern matching the worm A rod pattern arranged above the adjusting wheel, the worm A The other end is fixedly connected with the transmission gear, and one side of the transmission gear is provided with a motor, and the output shaft of the motor is matched with the tooth pattern of the transmission gear.

The transmission mechanism includes a camshaft drive sprocket, a left sprocket, a right sprocket, an adjustment rod, a sleeve, a driving gear, a driven gear and a chain B. The camshaft driving sprocket is connected to the cam through a camshaft, and the left sprocket The right sprocket and the right sprocket are respectively disposed on the left and right sides of the middle of the crank sprocket and the cam drive sprocket, and the centers of the left sprocket and the right sprocket are radially fixed at the two ends of the adjustment rod, and the adjustment rod is provided on the middle of the adjustment rod. And the middle part is sleeved in the sleeve and can slide left and right in the sleeve, the sleeve is fixed on the inner wall of the cylinder and the middle part is open, the driven gear and the adjusting rod tooth pattern in the opening mesh with each other, and the front end of the driven gear is provided with the same The driving gear of the shaft is driven by the driving gear, and the chain B is sleeved on the crank sprocket, the left sprocket, the cam driving sprocket and the right sprocket.

The drive gear is driven by a motor through a worm B.

The cam has a cam body and an arcuate projection, and the cam body has a circular shape or a disk shape.

The left and right sides of the cam are concave arc faces, and the upper and lower faces are convex arc faces.

The elastic member is a spring, and the spring is fixed to the inner wall of the cylinder through a spring seat provided on the inner wall of the cylinder.

The invention changes the relative angle between the cam and the crankshaft by the cooperation of the upper connecting rod, the lower connecting rod, the control strip, the beam, the wheel, the cam, the elastic member and the transmission member, thereby realizing the relative position of the piston during ignition or combustion. The up or down change has changed the effective compression ratio of the engine, and the maximum pressure generated by engine ignition or fuel injection can be applied to the optimum angle, making the transmission of force more scientific and more effective. It can effectively improve the output efficiency of the engine and achieve the purpose of energy saving and efficiency, thus satisfying consumers' dual requirements for vehicle power performance and fuel economy, which is in line with the development trend of the automobile industry.

DRAWINGS

1 is a schematic structural view of a variable compression ratio engine according to an embodiment of the present invention;

2 is a schematic structural view of a transmission mechanism using a regulating sleeve and an adjusting wheel;

Figure 3 is a schematic structural view of a transmission mechanism using a left sprocket and a right sprocket;

4 is a schematic view of a cam structure having a concave arc surface.

In the figure, piston 1, upper link 2, left pin 3, beam 4, crankshaft 5, crank 6, lower link 7, beam pin 8, spring seat 9, spring 10, lever 11, right pin 12, Cam 13, wheel 14, cross pin 15, motor 16, transmission gear 17, adjustment sleeve 18, adjustment wheel 19, camshaft 20, camshaft drive sprocket 21, worm A 22, left sprocket 23, drive gear 24, Worm B 25, right sprocket 26, adjustment lever 27, driven gear 28, sleeve 29, crank sprocket 30, chain B 31.

detailed description

The present invention will be further described below in conjunction with the accompanying drawings:

Example 1

As shown in FIG. 1, a variable compression ratio engine includes a piston 1, a connecting rod and a crankshaft 5, the connecting rod includes an upper link 2 and a lower link 7, and an upper end of the upper link 2 passes through a piston pin and a piston 1 Connecting, the lower end of the upper link 2 is connected to one end of the beam 4 through the left pin 3, the upper end of the beam 4 and the lower link 7 are connected by a beam pin 8, and the lower end of the lower link 7 passes through the pin journal and the crankshaft 5 The other end of the beam 4 is connected to the control rod 11 through the right pin 12, and the control rod 11 can only move up and down; the lower end of the control rod 11 is provided with an elastic member, and the upper end of the control rod 11 is provided with a groove, and the groove is provided therein. There is a wheel 14, the wheel 14 is rollingly connected to the groove through the cross pin 15; above the wheel 14, there is a cam 13 which is in contact therewith, and the cam 13 is rotated by a crankshaft sprocket 30 provided at one end of the crankshaft 5 through a transmission mechanism. The crankshaft 5 is rotated for 2 weeks, and the cam 13 is rotated for 1 week.

The cam 13 has a cam body and an arc-shaped projection. The cam body has a circular shape or a disk shape. The circular body shown in FIG. 1 has a circular shape, and the curved convex portion has an outwardly convex curved surface and two The side slopes are enclosed.

The elastic member is a spring 10 which is fixed to the inner wall of the cylinder by a spring seat 9 provided on the inner wall of the cylinder.

The working process of the engine is: when the engine enters the compression stroke, the crankshaft 5 rotates from bottom to top, and the piston 1 also moves from bottom to top. When the crankshaft 5 is turned to the highest point, the piston 1 also runs to the highest point, and at this time Not firing or fueling, also at this point the wheel 14 is running to the junction of the projections of the cam 13. Entering the power stroke, while the crankshaft 5 is rotated from top to bottom, the wheel 14 also runs from the curved surface of the cam body to the inclined surface of the convex portion, and when the crankshaft 5 is rotated from the top to the bottom to form the crank 6 and the lower link 7 At a certain angle, the wheel 14 also just runs to the slope of the cam projection. Since the wheel 14 is pushed by the cam projection, the wheel 14 and the lever 11 are moved from top to bottom. Moving some distance, the distance moved up from the top just compensates for the influence of the crankshaft 5 rotating from top to bottom on the piston 1, the upper link 2, and the beam 4. Therefore, the crankshaft 5 moves downward from the highest point to the crank. 6 During a short period of time with the lower link 7 forming a certain angle, the piston 1 remains at the same position, and the pressure generated by re-ignition or fuel injection acts at an optimum position and angle to enable force. Transmission is more scientific. The pressure generated by the combustion pushes the piston 1, the upper link 2, the side of the beam 4, and the lower link 7 to run down with the crankshaft 5, and the wheel 14 runs on the curved surface of the projection of the cam 13, the wheel 14, control The position of the rod 11 does not change during this time until the crankshaft 5 is turned to the lowest point, the wheel 14 runs from the projection of the cam 13 to the curved surface of the cam body, and the spring 10 drives the wheel 14, the lever 11 is lifted up to make it homing, and the piston will move along with the crankshaft 5 to the exhaust stroke, the suction stroke, and the compression stroke, and will remain in the same position for a short time at the beginning of the power stroke until the crank 6 When forming a certain angle with the lower link 7, it will move with the crankshaft 5 after ignition or injection.

Example 2

The difference between the embodiment 2 and the embodiment 1 is that the cam 13 has a different shape, and the shape of the cam 13 is as shown in FIG. 4. The left and right sides of the cam 13 are concave arc faces, and the upper and lower sides are convex arcs. surface. The other structure is the same as that of the first embodiment.

The working process of the engine is: when the engine enters the compression stroke, the crankshaft 5 rotates from bottom to top, and the piston 1 also moves from bottom to top, when the crankshaft 5 rotates from bottom to top to form a certain angle between the crank 6 and the lower link 7. The piston 1 runs to the highest point, the wheel 14 just runs to the boundary between the convex arc surface and the concave surface of the cam 13, the crankshaft 5 continues to rotate upward, and the wheel 14 is subjected to the upward thrust of the spring 10 to the concave surface of the cam 13. Running up, when the crankshaft 5 is turned to the highest point, the wheel 14 also runs to the lowest point of the concave surface, enters the power stroke, and the crankshaft 5 rotates from top to bottom, the wheel 14 then runs from the concave surface of the cam 13 to the convex arc surface. When the crankshaft 5 is rotated from top to bottom until the crank 6 forms a certain angle with the lower link 7, the wheel 14 also moves from the concave surface to the convex portion of the cam. On the arc surface (the compression stroke crankshaft rotates from bottom to top to a certain angle between the crank 6 and the lower link 7, the piston 1 also runs to the highest point, the crankshaft 5 continues to rotate upward while the wheel 14 is from the cam 13 The convex arc surface runs on the concave surface until the working power stroke crank 6 forms a certain angle with the lower link 7, and the wheel 14 runs to the convex arc surface of the cam 13. The convex arc of the wheel 14 from the cam 13 The surface runs on the concave surface, and then runs from the concave surface to the convex arc surface to offset the influence of the crankshaft 5 continuing upward rotation and downward rotation on the piston 1, and finally the piston 1 is in the compression stroke crank 6 When the lower link 7 forms a certain angle, the power stroke crank 6 and the lower link 7 form a certain angle at the same position. The lower stroke is the same as the exhaust stroke and the intake stroke. At this point, the ignition or fuel injection, the maximum pressure generated by the combustion at the optimal angle and position, can make the transmission of force more scientific. The pressure generated by the combustion pushes the piston 1, the upper link 2, the side of the beam 4, and the lower link 7 to run down with the crankshaft 5. The exhaust stroke and the suction stroke are the same as the compression stroke and the power stroke, except that there is a lack of ignition and fuel injection.

In the above embodiments 1, 2, the process of adjusting the variable compression ratio is entered into the compression stroke, the crankshaft 5 is rotated from the upper to the highest point, and the piston 1 is also operated to the highest point, at which time the wheel 14 is just in contact with the inclined surface of the convex portion of the cam 13 or The lowest point of the concave surface of the cam 13 is intended to run on one side of the arcuate surface. On the basis of this, if the cam 13 in Embodiment 1 and Embodiment 2 is rotated forward by more angles than the crankshaft 5, the wheel 14 will be forced ahead of time. Contacting the bevel contact point of the projection of the cam 13 in Embodiment 1, or forcing the wheel 11 to advance in advance from the lowest point of the concave surface of the cam 13 in Embodiment 2, entering the power stroke, the crankshaft 5 is rotated downward to the crank 6 and When the lower link 7 forms a certain angle, the wheel 11 also travels to the convex slope of the cam 13 in the first embodiment or the convexity of the cam 13 in the second embodiment. On the arcuate surface, the piston 1 is finally raised in position where the piston 1 is located when the crankshaft 5 is turned to the highest point, which directly increases the compression ratio. Conversely, the cam 13 is delayed by a certain angle than the crankshaft 5, and the position of the piston 1 is moved downward to make the compression ratio smaller.

There are two preferred ways to change the relative angle of the cam 10 to the crankshaft 8:

(1) As shown in FIG. 2, the transmission mechanism includes the camshaft drive sprocket 21, the adjustment sleeve 18, the chain A, the adjustment wheel 19, the transmission gear 17, and the worm. A 22; wherein: the cam 13 is connected to one end of the camshaft 20, the other end of the camshaft 20 is provided with a slanted tooth pattern, and the regulating sleeve 18 is disposed on the outer side of the camshaft 20 with a helical gear, the adjusting sleeve One side of the 18 is respectively provided with a convex cuboid strip, the cam shaft driving sprocket 21 is sleeved on the outer side of the regulating sleeve 18, and the inner cavity is matched with the rectangular strip, and the adjusting sleeve 18 is in the cam shaft driving chain. The inner cavity of the wheel 21 moves left and right, and the regulating sleeve 18 can rotate with the rotation of the camshaft driving sprocket 21; the crank sprocket 30 drives the camshaft driving sprocket 21 to rotate by the chain A; the other side of the adjusting sleeve 18 The outer side is provided with an adjusting wheel 19, and the adjusting wheel 19 does not rotate with the rotation of the regulating sleeve 18; the outer circumference of the adjusting wheel 19 has a tooth pattern and the tooth pattern matches the rib A 22 pattern provided above the adjusting wheel 19, The other end of the worm A 22 is fixedly connected to the transmission gear 17, and the transmission gear 17 Side is provided with a motor 16, the output shaft of the transmission gear tooth profile 17 of the motor 16 coincide.

When the motor 16 rotates forward, the motor output shaft drives the transmission gear 17 to rotate to drive the worm A 22 to rotate, and the worm A 22 rotates to push the adjustment wheel 19 to move to the left, thereby driving the regulating sleeve 18 to move to the left together, and the adjusting sleeve 18 is oriented. When the left movement is performed, the diagonal shape of the cam shaft 20 is slid upward and moved to the right, so that the relative angle between the adjustment sleeve 18 and the cam shaft 20 can be changed. The relative angles of the camshaft drive sprocket 21, the crankshaft 5, and the camshaft 20 are changed. On the contrary, the motor reversal also causes the relative angle of the camshaft 20 to the crankshaft 5 to change.

(2) As shown in FIG. 3, which is changed by the transmission mechanism described in Embodiments 1 and 2, the transmission mechanism includes a camshaft drive sprocket 21, a left sprocket 23, a right sprocket 25, an adjustment lever 27, and a sleeve. The tube 29, the driving gear 24, the driven gear 28 and the chain B 31, the camshaft drive sprocket 21 is connected to the cam 13 via a camshaft 20, and the left sprocket 23 and the right sprocket 25 are respectively disposed on the crank sprocket 30 and the cam drive The left and right sides of the middle of the sprocket 22, the left sprocket 23 and the right sprocket 25 are radially fixed at the two ends of the adjusting rod 27, and the adjusting rod 27 is provided with an adjusting rod tooth pattern above the middle portion of the adjusting rod 27, and the middle portion is sleeved in the sleeve 29 can slide in the sleeve 29 left and right, the sleeve 29 is fixed on the inner wall of the cylinder and is open in the middle, the driven gear 28 meshes with the adjusting rod tooth in the opening, and the front end of the driven gear 28 is coaxial with the same The driving gear 24 is driven by the driving gear 24, and the chain B 31 is sleeved on the crank sprocket 30, the left sprocket 23, the cam driving sprocket 22 and the right sprocket 25.

The drive gear 24 is driven by the motor 16 through the worm B 25.

When the motor 16 rotates, the worm B25 drives the driving gear 27 to rotate, the driving gear 24 rotates and the driven gear 28 rotates accordingly, the driven gear 28 rotates to push the adjusting rod 27 to move, and when the motor 16 rotates, the adjusting rod 27 moves to the left, the left sprocket 23, the right sprocket 26 moves to the left together, and the left sprocket 23 pushes up the chain B 31 which is loosened by the right sprocket 26, and the angle corresponding to the camshaft drive sprocket 21 and the crank sprocket 30 is changed, thereby The relative angle between the cam 13 and the crankshaft 5 changes; otherwise, the adjustment lever 27 and the left sprocket 23 and the right sprocket 26 move to the right, and the angle corresponding to the camshaft drive sprocket 21 and the crank sprocket 30 also occurs. change.

There are various methods for changing the shape of the cam and changing the relative angle between the cam and the crankshaft. Only two types of the present invention are used as the present invention, and the present invention is not limited to the above description. Ranges, if any of the other equivalents are substituted for the above embodiments, they also fall within the scope of the present invention.

Claims

A variable compression ratio engine comprising a piston (1), a connecting rod and a crankshaft (5), wherein

The connecting rod includes an upper link (2) and a lower link (7), and an upper end of the upper link (2) is connected to the piston (1) by a piston pin, and the upper link (2) The lower end is connected to one end of the beam (4) by a left pin (3), and the upper end of the beam (4) and the lower link (7) are connected by a beam pin (8), the lower link (7) The lower end is connected to the crankshaft (5) through a connecting rod journal; the other end of the beam (4) is connected to the control rod (11) via a right pin (12), and the control rod (11) can only move up and down The lower end of the control rod (11) is provided with an elastic member, the upper end of the control rod (11) is provided with a groove, and the groove is provided with a wheel (14), and the wheel (14) passes through the horizontal pin (15) rolling connection with the groove; above the wheel (14) is provided a cam (13) in contact therewith, the cam (13) being provided by a crankshaft chain disposed at one end of the crankshaft (5) The wheel (30) is rotated by a transmission mechanism, the crankshaft (5) is rotated for 2 weeks, and the cam (13) is rotated for 1 week.
The variable compression ratio engine according to claim 1, wherein said transmission mechanism comprises a camshaft drive sprocket (21), an adjustment sleeve (18), a chain A, an adjustment wheel (19), and a transmission gear (17) And a worm A (22), the cam (13) is connected to one end of the cam shaft (20), the other end of the cam shaft (20) is provided with a slanted tooth pattern, and the regulating sleeve (18) is arranged at The cam shaft (20) has an outer side of one end of the helical gear, and one side of the adjusting sleeve (18) is respectively provided with a convex cuboid strip on the upper and lower sides, and the cam shaft driving sprocket (21) is sleeved on Adjusting the outer side of the sleeve (18), and the inner cavity thereof is matched with the cuboid strip, the regulating sleeve (18) is movable left and right in the inner cavity of the camshaft driving sprocket (21), and The regulating sleeve (18) Rotating with the rotation of the camshaft drive sprocket (21); the crank sprocket (30) drives the camshaft drive sprocket (21) to rotate by a chain A; the regulating sleeve (18) An adjustment wheel (19) is disposed on the outer side of the other side, and the adjustment wheel (19) does not rotate with the rotation of the regulating sleeve (18); the outer periphery of the adjusting wheel (19) is provided on the outer periphery Adjusting the rib of the worm A (22) above the adjusting wheel (19), the other end of the worm A (22) is fixedly connected with the transmission gear (17), and one of the transmission gears (17) A motor (16) is disposed on the side, and an output shaft of the motor (16) coincides with a tooth pattern of the transmission gear (17).
The variable compression ratio engine according to claim 1, wherein said transmission mechanism includes a camshaft drive sprocket (21), a left sprocket (23), a right sprocket (25), an adjustment lever (27), and a sleeve. a tube (29), a driving gear (24), a driven gear (28) and a chain B (31), the camshaft driving sprocket (21) being connected to the cam (13) via a cam shaft (20) The left sprocket (23) and the right sprocket (25) are respectively disposed on the left and right sides between the crank sprocket (30) and the cam drive sprocket (22), the left sprocket (23) and the right chain The center of the wheel (25) is radially fixed at both ends of the adjusting rod (27), the adjusting rod (27) is provided with an adjusting rod tooth pattern above the middle portion, and the middle portion is sleeved in the sleeve (29) And sliding in the sleeve (29), the sleeve (29) is fixed on the inner wall of the cylinder and is open at the middle, and the teeth of the driven gear (28) and the adjusting rod (27) in the opening The grooves are in mesh with each other, and a front end of the driven gear (28) is provided with a driving gear (24) coaxial with the driving gear (24), and the chain B (31) is sleeved on the crank sprocket (30), left sprocket (23), cam drive sprocket (22) and right sprocket (25).
The variable compression ratio engine according to claim 3, wherein said driving gear (24) is driven by a motor (16) through a worm B (25).
The variable compression ratio engine according to claim 1, wherein said cam (13) has a cam body and an arcuate projection, said cam body being circular or disk-shaped.
The variable compression ratio engine according to claim 1, wherein the left and right sides of the cam (13) are concave curved surfaces, and the upper and lower surfaces thereof are convex arc surfaces.
The variable compression ratio engine according to claim 1, wherein said elastic member is a spring (10) fixed to an inner wall of the cylinder by a spring seat (9) provided on an inner wall of the cylinder.