WO2019137278A1 - 一种可实现米勒循环的曲柄连杆机构及控制方法 - Google Patents
一种可实现米勒循环的曲柄连杆机构及控制方法 Download PDFInfo
- Publication number
- WO2019137278A1 WO2019137278A1 PCT/CN2019/070088 CN2019070088W WO2019137278A1 WO 2019137278 A1 WO2019137278 A1 WO 2019137278A1 CN 2019070088 W CN2019070088 W CN 2019070088W WO 2019137278 A1 WO2019137278 A1 WO 2019137278A1
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- WIPO (PCT)
- Prior art keywords
- oil passage
- gear
- crankshaft
- compression ratio
- drive
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
- F16C9/04—Connecting-rod bearings; Attachments thereof
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
- F16C3/14—Features relating to lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/22—Cranks; Eccentrics
- F16C3/28—Adjustable cranks or eccentrics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
- F16C9/02—Crankshaft bearings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/28—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same
- F16F15/283—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same for engine crankshafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0479—Gears or bearings on planet carriers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention relates to the technical field of a piston type internal combustion engine, in particular to a crank linkage mechanism and a control method capable of realizing a Miller cycle.
- Piston internal combustion engines are widely used as power sources in vehicles, non-road mobile machinery, ships and some stationary generator sets, and have made important contributions to the development of the national economy. With the development of economy and industrial technology, the number of piston internal combustion engines continues to increase, which has brought great pressure on energy and the environment. Therefore, energy saving and emission reduction has always been the pursuit goal of piston engine workers.
- variable compression ratio engine In general, when the compression ratio of a piston type internal combustion engine is increased, fuel economy and emission levels can be improved. However, when the load of the engine is relatively large, a large compression ratio may cause a rough explosion of the engine, deterioration of noise and emissions of the engine, and even mechanical damage of the engine. In order to solve a problem, the idea of a variable compression ratio engine has been proposed in which the engine dynamically adjusts its compression ratio according to the state in which the engine is located to optimize its performance.
- variable compression ratio engines are generally divided into the following categories: 1 change the engine compression ratio by changing the position of the crankshaft, such as the patent CN201210494582.4; 2 change the compression of the engine by changing the shape of the piston For example, the patent CN201110253913.0; 3 change the clearance ratio by changing the clearance volume through a device on the cylinder head.
- the patent CN201710106970.34 changes the compression ratio by changing the relative positional relationship between the connecting rod and the crankshaft or changing the length of the connecting rod.
- patents CN200810067205.6, CN200710029634.X and CN201710229147.1 are generally divided into the following categories: 1 change the engine compression ratio by changing the position of the crankshaft, such as the patent CN201210494582.4; 2 change the compression of the engine by changing the shape of the piston
- the patent CN201110253913.0 change the clearance ratio by changing the clearance volume through a device on the cylinder head.
- the patent CN201710106970.34 changes the
- the scheme of changing the relative position of the connecting rod and the crankshaft has high feasibility, such as the technical solution proposed by the patent CN201710229147.1, but the control scheme of the patent adopts a stepping motor and an external contact circuit, and the stepping motor
- the response speed is difficult to synchronize the variable compression ratio control with the high engine speed, and the increase of the stepping motor quality on the high-speed rotating crankshaft also has a great influence on the mechanical properties such as the dynamic balance of the crankshaft, and the external contact circuit. The way it also reduces its control reliability.
- an object of the present invention is to provide a hydraulic-mechanical variable compression ratio crankshaft linkage mechanism; the mechanism can be synchronized with the rotation of the engine to achieve dynamic compression ratio adjustment, and further can be realized in the engine The compression ratio is adjusted during the working stroke to achieve the Miller cycle.
- a crank linkage mechanism capable of realizing a Miller cycle comprising a crankshaft, a crankshaft support cover, a crankshaft support seat, a drive gear assembly, a planetary gear assembly and a lock pin;
- the crankshaft includes a main journal, a connecting rod neck and a crank balance weight fixedly coupled to each other;
- the main journal is rotatably mounted in the cylindrical support hole and the crankshaft support to form a cylindrical bore;
- the inner wall of the cylindrical bore is provided with a circumferentially concave crankshaft drive drive oil passage ring groove and a crankshaft support lock oil passage ring a slot
- the crank bearing support is provided with a driving oil passage leading to the crankshaft supporting the driving oil passage ring groove, and a locking oil passage leading to the crankshaft supporting the locking oil passage ring groove;
- the connecting rod neck and the main journal axis are offset and parallel, and the outer sleeve is sleeved with a cylindrical eccentric connecting rod.
- the inner cylindrical surface of the eccentric connecting rod and the outer cylindrical surface are offset and parallel, and the eccentric connecting rod.
- the inner wall of the tile is matched with the gap of the connecting rod neck, the outer wall is matched with the big head of the connecting rod, and the outer edge of one end is provided with an outer meshing ring gear, and the outer meshing ring gear is coaxial with the inner cylindrical surface;
- crankshaft balance block and the connecting rod neck are respectively arranged on two sides of the main journal axis, and the crankshaft balance block is provided with a drive gear hollow shaft mounting hole whose axis is parallel to the main journal axis, and the inner wall of the drive gear hollow shaft mounting hole is provided with a ring-shaped concave
- the locking oil passage ring groove and the driving oil passage ring groove are arranged, and the bottom of the groove of the driving oil passage ring groove is evenly arranged with a plurality of locking pin holes with a deep hole in the radial direction;
- crankshaft is further provided with a crank lock oil passage connecting the crankshaft support lock oil passage ring groove and the lock oil passage ring groove, and a crank drive for connecting the crankshaft support drive oil passage ring groove and the drive oil passage ring groove.
- Oil passage connecting the crankshaft support lock oil passage ring groove and the lock oil passage ring groove, and a crank drive for connecting the crankshaft support drive oil passage ring groove and the drive oil passage ring groove.
- the drive gear assembly comprises a drive gear hollow shaft and a drive gear coaxially fixed to one end of the drive gear hollow shaft;
- the drive gear hollow shaft is rotatably mounted in the drive gear hollow shaft mounting hole, and a plurality of sidewalls thereof are opened a lock oil passage hole corresponding to the lock oil passage ring groove, and a plurality of pin holes corresponding to the drive oil passage ring groove;
- the drive gear meshes with the outer mesh gear ring through an idle gear;
- the shaft of the idle gear Fixed on the crankshaft balance block and parallel to the main journal;
- the planetary gear assembly includes a planetary gear shaft mounted in a hollow shaft of a drive gear, and a planetary gear coaxially fixed to one end of the planetary gear shaft;
- the planetary gear shaft is provided with a planetary gear shaft on a circumference corresponding to the locking oil through hole The oil ring groove is locked, and a plurality of driving pin holes are arranged on the circumference of the pin hole;
- the planetary gear shaft is further provided with a planetary gear shaft locking oil passage which is locked by the planetary gear shaft to the driving pin hole
- the planetary gear meshes with the inner meshing ring gear;
- the inner meshing ring gear is fixed on a plane formed by the crankshaft support cover and the crankshaft support seat, and is coaxial with the main journal;
- the locking pin is disposed in the pin hole and is movable under the driving of the hydraulic oil to the locking pin hole or the driving pin hole; the length of the locking pin is equal to or slightly smaller than the wall thickness of the hollow shaft of the driving gear, and is larger than the locking The depth of the pin hole and the drive pin hole.
- the eccentric connecting rod is divided into a positively biased half-watt and a negatively-biased half-watt along the axis of the inner cylindrical surface, and the split surface and the eccentric moment are not parallel or perpendicular.
- the number of the locking pin holes is six; the number of the pin holes is eight; the number of the driving pin holes is six, and the number of the locking pins is eight.
- a control method for a crank-link mechanism capable of realizing a Miller cycle comprising:
- the compression ratio When the piston moves up to a position before the top dead center of the compression stroke, the compression ratio is gradually increased from small to a certain position after compression top dead center, the compression ratio reaches a maximum value, and then the compression ratio is kept unchanged;
- the speed at which the engine compression ratio is changed is determined by the total gear ratio of the eccentric link outer meshing ring gear, the idle gear, the drive gear, the planetary gear, and the inner meshing ring gear.
- the time step of changing the compression ratio is determined by the number of locking pin holes, the number of pin holes, the number of driving pin holes, and the gear ratio of the internal meshing ring gear to the planetary gears.
- the invention changes the compression ratio by changing the eccentricity of the connecting rod, the required driving torque is small, and the driving system can be simplified;
- the split surface of the eccentric connecting rod provided by the invention is not parallel or perpendicular to the direction of the eccentric moment, and the force of the crankshaft and the connecting rod is prevented from acting on the gap under a certain compression ratio state, thereby ensuring full compression.
- the force of the crankshaft and the connecting rod within the range does not cause damage to the eccentric connecting rod;
- the driving force for changing the compression ratio of the invention adopts gear transmission, and the transmission is stable, stable and reliable;
- the driving force for changing the compression ratio of the present invention comes from the rotation of the crankshaft, which simplifies the driving force system
- the driving force system for changing the compression ratio of the present invention can adopt a completely symmetrical design, and the mass of the driving force system itself can also be used as the balance mass to balance the asymmetry of the engine without causing excessive expansion of the original crankshaft balance weight. Influence, reduce the workload of crankshaft dynamic balance development;
- the invention can easily change the changing speed of the engine compression ratio by changing the total gear ratio of the outer meshing ring gear, the idler gear, the driving gear, the planetary gear, and the inner meshing ring gear of the eccentric connecting rod;
- the present invention can easily change the compression ratio by controlling the number of the locking pin holes, the number of pin holes on the hollow shaft of the driving gear, the number of driving pin holes, and the transmission ratio of the inner ring gear to the planetary gear. Crank angle;
- the invention adopts mechanical hydraulic control, and has large control flexibility and flexible control;
- the invention can be extended to an engine of any number of cylinders
- the present invention can be applied to engines of various configurations such as in-line and V-type.
- FIG. 1 is a schematic cross-sectional view showing the overall structure of a crank-link mechanism capable of realizing a Miller cycle according to the present invention.
- FIG. 2 is a cross-sectional view of an eccentric connecting rod in a crank-link mechanism capable of realizing a Miller cycle of the present invention.
- FIG 3 is a schematic view of a crankshaft oil passage in a crank-link mechanism capable of realizing a Miller cycle of the present invention.
- FIG. 4 is a cross-sectional view of the drive gear assembly of the crank linkage mechanism that can realize the Miller cycle of the present invention.
- Fig. 5 is a cross-sectional view showing the planetary gear assembly of the crank-link mechanism capable of realizing the Miller cycle of the present invention.
- Figure 6 is a schematic view of the arrangement of the four-cylinder machine.
- Figure 7 is a schematic view of the control of the present invention.
- a crank linkage mechanism that can realize a Miller cycle includes a crankshaft 2, a crankshaft support cover 1, a crankshaft support base 3, a drive gear assembly 11, a planetary gear assembly 8, and a lock pin 10.
- the crankshaft support base 3 is a part of the engine body and is mainly used for mounting the crankshaft 2.
- the crankshaft support cover 1 and the crankshaft support base 3 are paired to form a cylindrical hole, and all the cylindrical holes in one engine are kept coaxial.
- the crankshaft 2 includes a main journal 13 that is fixedly coupled to each other, a connecting rod neck 3, and a crank weighting block 9.
- the main journal 13 is rotatably mounted in the cylindrical support hole of the crankshaft support cover 1 and the crank support base 3; the inner wall of the cylindrical bore is provided with a circumferentially concave crankshaft support drive oil passage ring groove f3 and a crankshaft support lock
- the oil passage ring groove f4 is provided with a drive oil passage 6 leading to the crankshaft support drive oil passage ring groove f3, and a lock oil passage 7 leading to the crankshaft support lock oil passage ring groove f4.
- the connecting rod neck 3 and the main journal 13 are axially offset and parallel, and the outer sleeve is sleeved with a cylindrical eccentric connecting rod 4, and the inner cylindrical surface of the eccentric connecting rod 4 is offset and parallel with the axis of the outer cylindrical surface.
- the inner wall of the eccentric connecting rod 4 is matched with the connecting rod neck 3, the outer wall is matched with the big end of the connecting rod, and the outer edge of one end is provided with an outer meshing ring 15 which is coaxial with the inner cylindrical surface. As shown in FIG.
- the eccentric connecting rod 4 is divided into a positively biased half watt a1 and a negatively biased half watt a3 along the inner cylindrical axis, and a positively biased half watt a1 and a negatively biased half watt a3 are formed.
- the complete eccentric connecting rod, the split surface and the eccentric moment are not parallel or perpendicular.
- the eccentric connecting rod 4 can freely rotate between the crankshaft connecting rod neck and the connecting rod big head, but cannot move axially;
- the crank balance weight 9 and the connecting rod neck 3 are respectively arranged on both sides of the main shaft 13 axis, and the crank balance weight 9 is provided with a driving gear hollow shaft mounting hole f7 whose axis is parallel to the main journal 13 axis, and the driving gear hollow shaft mounting hole f7
- the inner wall is provided with a circumferentially concave locking oil passage ring groove f0 and a driving oil passage ring groove f1, and the groove bottom of the driving oil passage ring groove f1 is evenly arranged with a plurality of hole locking pin holes f2 in the radial direction;
- the lock pin holes f2 are six, and are uniformly machined on the circumference of the bottom of the drive oil passage ring groove f1.
- the six locking pin holes f2 are in the same plane and are in the same plane as the driving oil passage ring groove f1, and the plane is perpendicular to the driving gear hollow shaft mounting hole axis.
- crankshaft 2 is further provided with a crank lock oil passage f6 that connects the crankshaft support lock oil passage ring groove f4 and the lock oil passage ring groove f0, and supports the crankshaft to drive the oil passage ring groove.
- F3 drives the oil passage f5 with the crankshaft that drives the oil passage ring groove f1.
- the drive gear assembly 11 includes a drive gear hollow shaft b2 and a drive gear b3 coaxially fixed to one end of the drive gear hollow shaft b2; the drive gear hollow shaft b2 is rotatably mounted on the drive gear hollow shaft.
- a plurality of lock oil passage holes b1 corresponding to the lock oil passage ring groove f0 and a plurality of pin holes b4 corresponding to the drive oil passage ring groove f1 are opened in the side wall.
- the pin holes b4 are eight through holes distributed on the same circumference of the drive gear hollow shaft b2.
- the lock oil through hole b1 and the pin hole b4 are not in the same plane, and the two do not interfere with each other on the circumference.
- the drive gear assembly 11 is mounted in the drive gear hollow shaft mounting hole f7 of the crank balance weight 9 through the drive gear hollow shaft b2, and the drive gear hollow shaft b2 and the drive gear hollow shaft mounting hole f7 can be rotated. However, it is not movable in the direction of the axis.
- the driving gear assembly is installed, the driving gear b3 and the outer meshing ring gear of the eccentric connecting rod 4 are on the same plane, and the driving gear b3 is meshed with the outer meshing ring 15 through an idler pulley 12;
- the shaft of the wheel 12 is fixed to the crank weight block 9 and is parallel to the main journal 13.
- the outer gear ring of the drive gear b3, the idler gear 12, and the eccentric link tile 4 are sequentially engaged in two.
- the planetary gear assembly 8 includes a planetary gear shaft c4 mounted in a hollow shaft b2 of the drive gear, and a planetary gear c3 coaxially fixed to one end of the planetary gear shaft c4; the planetary gear assembly passes The planetary gear shaft c4 is mounted in the drive gear hollow shaft b2. After installation, the planetary gear shaft c4 can rotate in the drive gear hollow shaft b2 but cannot move axially.
- the planetary gear shaft c4 is provided with a planetary gear shaft lock oil ring groove c1 corresponding to the circumference of the lock oil passage hole b1, and a plurality of drive pin holes c5 are provided on the circumference of the pin hole b4; the number of the drive pin holes c5 It is six and evenly distributed on the planetary gear shaft.
- the planetary gear shaft c4 is further provided with a planetary gear shaft locking oil passage c2 which is connected to the driving pin hole c5 by the planetary gear shaft lock oil ring groove c1; the planetary gear shaft locking oil passage c2 is a closed oil passage, and the two ends are respectively c5 connected to the drive pin and the planetary gear shaft holes oil lock ring groove c1.
- the planetary gear c3 meshes with the inner meshing ring gear 5; the inner meshing ring gear 5 is fixed to a plane formed by the crankshaft support cover 1 and the crankshaft support base 3, and is coaxial with the main journal 13 .
- the number of the locking pins 10 is 8, disposed in the pin hole b4, and can be moved by the hydraulic oil to the locking pin hole f2 or the driving pin hole c5; the length of the locking pin 10 is equal to or slightly smaller than the driving gear hollow
- the wall thickness of the shaft b2 is greater than the depth of the lock pin hole f2 and the drive pin hole c5.
- the lock pin 10 is movable in the drive gear hollow shaft pin hole b4 and the crank weight block lock pin hole f2, and the lock pin 10 can also move in the drive gear hollow shaft pin hole b4 and the planetary gear shaft drive pin hole c5.
- the hydraulic-mechanical variable compression ratio crankshaft linkage has one set per cylinder.
- Figure 6 is a schematic view of the arrangement of the four-cylinder machine.
- the external oil pressure fills the crankshaft supporting the lock oil passage ring groove f4 processed on the crankshaft support cover 1 and the support base 4 through the lock oil passage 7; and is processed on the crankshaft 2
- the crankshaft lock oil passage f6 enters the lock oil passage ring groove f0 on the crank balance weight 9; the hydraulic oil in the lock oil passage ring groove f0 on the crank balance weight 9 passes through the lock oil on the drive gear hollow shaft b2
- the through hole b1 enters the planetary gear shaft lock oil ring groove c1 machined on the planetary gear shaft c4; and then enters the drive pin hole c5 processed on the planetary gear shaft c4 via the planetary gear shaft lock oil passage c2, and drives the pin
- the lock pin 10 in the hole c5 is pushed out, and the lock pin 10 is pushed out either in the pin hole b4 of the drive gear hollow shaft b2 or in the pin hole b4 of the drive gear hollow shaft b2 and the
- the drive gear hollow shaft b2 is locked with the crank weight block 9; when the drive gear hollow shaft b2 is locked with the crank weight block 9, the drive gear b3 and the crank balance weight 9 move synchronously, the planetary gear C3 rotates with the crank weight block 9 in the inner ring gear 5, the planetary gear shaft C3 rotates in the driving gear hollow shaft b2, the idler gear 12 and the eccentric link outer meshing ring gear do not rotate, and the positional relationship of the eccentric connecting rod 4 and the crank connecting rod neck does not change, thereby keeping the compression ratio constant.
- the external oil pressure is filled with the hydraulic oil through the driving oil passage 6 to fill the crankshaft supporting the driving oil passage ring groove f3 processed on the crank bearing cover 1 and the crank bearing support 3; the crankshaft is further processed on the crankshaft.
- the drive oil passage f5 enters the drive oil passage ring groove f1 on the crank balance weight 9; the lock pin 10 in the lock pin hole f2 in the drive oil passage ring groove f1 on the crank balance weight 9 is pushed out by the hydraulic oil, and the lock pin 10 After being pushed out, either stay in the pin hole b4 of the drive gear hollow shaft b2 or between the pin hole b4 of the drive gear hollow shaft b2 and the drive pin hole c5 of the planetary gear shaft c4, thereby driving the drive gear hollow shaft b2 and
- the planetary gear shaft c4 is locked together; the planetary gear c3 rotates with the crank balance weight 9 in the inner meshing ring gear 5, and when the drive gear hollow shaft b2 is locked with the planetary gear shaft c4, the planetary gear shaft c4 and the drive gear hollow shaft B2 synchronous rotation; thereby the planetary gear shaft c4 transmits the motion to the driving gear b3, and then transmits the eccentric connecting rod to the outer meshing ring
- the compression ratio of the cylinder is controlled to be at the maximum state; when the piston continues to move, the control compression ratio is changed from large to small until the intake stroke At some point after the bottom dead center, the compression ratio is minimized, and then the compression ratio is kept constant; when the piston moves up to a position before the top dead center of the compression stroke, the control compression ratio becomes gradually larger from the small to the After the top dead center is compressed, the maximum value is reached, and then the compression ratio is kept constant; when the piston continues to move to the bottom of the power stroke, the control compression ratio is reduced from large to small, until after the power stroke ends.
- the compression ratio is minimized, and then the compression ratio is kept constant; when the piston continues to move upward to a position before the top dead center of the exhaust stroke, the control compression ratio is gradually increased from small to compressed. After a dead point, a certain position reaches a maximum value, and then the compression ratio remains unchanged; then the engine enters the next intake stroke, and thus the cycle can be continuously operated.
- This control allows the engine's intake compression ratio to be less than the work expansion ratio to achieve the Miller cycle.
- the timing of changing the compression ratio can be flexibly controlled according to the requirements of the engine; the speed of changing the compression ratio of the engine is determined by the total gear ratio of the outer meshing ring gear, the idler gear, the driving gear, the planetary gear, and the inner meshing ring gear of the eccentric connecting rod
- the time step for changing the compression ratio is determined by the crank angle, determined by the number of locking pin holes, the number of pin holes on the hollow shaft of the drive gear, the number of drive pin holes, and the gear ratio of the internal meshing ring gear to the planetary gear.
- Figure 7 is a schematic diagram of control.
- the speed of changing the compression ratio of the engine mainly depends on the transmission ratio. For example, when the total gear ratio of the internal gear ring to the external gear is 1:1, that is, the crankshaft rotates one turn, when it is always in the transmission state, the engine The compression ratio can be continuously changed from maximum to minimum to maximum once. If it is 2:1 or twice, then the speed of change is twice the speed.
- the time step for changing the compression ratio mainly depends on the number of locking pin holes, the number of pin holes on the hollow shaft of the drive gear, and the number of drive pin holes.
- the number of the locking pin holes provided in this embodiment is six, the number of pin holes on the hollow shaft of the driving gear is eight, the number of driving pin holes is six, and the time step is 15 degrees, and the crank angle can be changed once. If the total gear ratio is 1:1, the state can be changed every 15 degrees. If the total gear ratio is 2:1, the state changes every 7.5 degrees.
- the number of the above "686" is set to a relatively optimized combination. Of course, other combinations can be designed.
- any number that can be evenly distributed within 360 degrees can be changed, as long as the position of the hole corresponds to the state, for example, As long as the locking pin hole corresponds to the position of the hollow shaft pin hole, the locking state can be realized, and as long as the driving pin hole corresponds to the position of the hollow shaft pin hole, the driving state can be realized.
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Abstract
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Claims (6)
- 一种可实现米勒循环的曲柄连杆机构,其特征在于,包括曲轴(2)、曲轴支承盖(1)、曲轴支承座(3)、驱动齿轮总成(11)、行星齿轮总成(8)和锁销(10);所述曲轴(2)包括相互固定连接的主轴颈(13)、连杆颈(3)和曲轴平衡块(9);所述主轴颈(13)可旋转的安装于所述曲轴支承盖(1)和曲轴支承座(3)形成圆柱孔内;所述圆柱孔内壁设有环向内凹的曲轴支承驱动油道环槽(f3)和曲轴支承锁止油道环槽(f4),曲轴支承座(3)上设有通向曲轴支承驱动油道环槽(f3)的驱动油道(6),及通向曲轴支承锁止油道环槽(f4)的锁止油道(7);所述连杆颈(3)与主轴颈(13)轴线相错且平行,其外部套设有圆筒状的偏心连杆瓦(4),偏心连杆瓦(4)内柱面与外柱面的轴线相错且平行,且偏心连杆瓦(4)内壁与连杆颈(3)间隙配合,外壁与连杆大头间隙配合,且其一端的外沿设有外啮合齿圈(15),外啮合齿圈(15)与内柱面同轴;所述曲轴平衡块(9)与连杆颈(3)分局于主轴颈(13)轴线两侧,曲轴平衡块(9)上设有轴线与主轴颈(13)轴线平行的驱动齿轮空心轴安装孔(f7),驱动齿轮空心轴安装孔(f7)内壁设有环向内凹的锁止油道环槽(f0)和驱动油道环槽(f1),驱动油道环槽(f1)的槽底均匀排布有多个孔深沿径向的锁止销孔(f2);所述曲轴(2)内还设有将曲轴支承锁止油道环槽(f4)和锁止油道环槽(f0)连通的曲轴锁止油道(f6),及将曲轴支承驱动油道环槽(f3)和驱动油道环槽(f1)连通的曲轴驱动油道(f5);所述驱动齿轮总成(11)包括驱动齿轮空心轴(b2)及同轴固定于驱动齿轮空心轴(b2)一端的驱动齿轮(b3);驱动齿轮空心轴(b2)可旋转的安装于驱动齿轮空心轴安装孔(f7)内,其侧壁上开设有多个与锁止油道环槽(f0)对应的锁止油通孔(b1),及多个与驱动油道环槽(f1)对应的销孔(b4);驱动齿轮(b3)通过一惰轮(12)与所述外啮合齿圈(15)啮合;所述惰轮(12)的轴固定在曲轴平衡块(9)上,且与主轴颈(13)平行;所述行星齿轮总成(8)包括安装于驱动齿轮空心轴(b2)内的行星齿轮轴(c4),及同轴固定于行星齿轮轴(c4)一端的行星齿轮(c3);行星齿轮轴(c4)对应于锁止油通孔(b1)的圆周上设有行星齿轮轴锁止油环槽(c1),对应于销孔(b4)的圆周上设有多个驱动销孔(c5);行星齿轮轴(c4)上还设有由行星齿轮轴锁止油环槽(c1)通向驱动销孔(c5)的行星齿轮轴锁止油道(c2);行星齿轮(c3)与内啮合齿圈(5)啮合;内啮合齿圈(5)固定在曲轴支承盖(1)和曲轴支承座(3)所形成的平面上,且与主轴颈(13)同轴;所述锁销(10)设置于销孔(b4)内,并能够在液压油的驱动下向锁止销孔(f2)或驱动销 孔(c5)内移动;锁销(10)的长度等于或略小于驱动齿轮空心轴(b2)的壁厚,且大于锁止销孔(f2)和驱动销孔(c5)的深度。
- 根据权利要1所述的可实现米勒循环的曲柄连杆机构,其特征在于,所述偏心连杆瓦(4)沿内圆柱面轴线剖分为正偏置半瓦(a1)和负偏置半瓦(a3),剖分面与偏心矩方向不平行也不垂直。
- 根据权利要1所述的可实现米勒循环的曲柄连杆机构,其特征在于,所述锁止销孔(f2)为6个;所述销孔(b4)为8个;所述驱动销孔(c5)为6个,所述锁销(10)为8个。
- 一种如权利要求1所述的可实现米勒循环的曲柄连杆机构的控制方法,其特征在于,包括:当发动机某一缸的活塞处于进气行程下止点前某一时刻时,控制该缸的压缩比处于最大状态;当活塞继续运动时,控制压缩比由大变小,直到在进气行程下止点后的某一时刻其压缩比变到最小,然后保持压缩比不变;当活塞向上运动到压缩行程上止点前某一位置时,控制压缩比由小逐渐变大直到在压缩上止点后某一位置,压缩比达到最大值,然后保持压缩比不变;当活塞继续运动到做功行程下止点前某一时刻时,控制压缩比由大变小,直到在做功行程下止点后的某一时刻其压缩比变到最小,然后保持压缩比不变;当活塞继续向上运动到排气行程上止点前某一位置时,控制压缩比由小逐渐变大,直到在压缩上止点后某一位置,压缩比达到最大值,然后保持压缩比不变。
- 根据权利要求4所述的可实现米勒循环的曲柄连杆机构的控制方法,其特征在于,改变发动机压缩比的速度由偏心连杆瓦外啮合齿圈、惰轮、驱动齿轮、行星齿轮和内啮合齿圈的总传动比决定。
- 根据权利要求4所述的可实现米勒循环的曲柄连杆机构的控制方法,其特征在于,改变压缩比的时间步长由锁止销孔数目、销孔数目、驱动销孔数目,及内啮合齿圈与行星齿轮的传动比决定。
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FR3081525B1 (fr) * | 2018-05-25 | 2020-05-08 | MCE 5 Development | Vilebrequin pour un moteur a rapport volumetrique variable pilote |
CN113250830A (zh) * | 2021-07-02 | 2021-08-13 | 卢辉 | 一种集成无极变速箱的可变排量及压缩比发动机 |
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