WO2020135672A1

WO2020135672A1 - Engine and automobile having same

Info

Publication number: WO2020135672A1
Application number: PCT/CN2019/129013
Authority: WO
Inventors: 尹吉; 刘涛; 刘俊杰; 李树会; 张树旻; 渠娜; 杨乐; 刘君宇; 苏旭朝; 刘杰
Original assignee: 长城汽车股份有限公司
Priority date: 2018-12-29
Filing date: 2019-12-27
Publication date: 2020-07-02
Also published as: CN110671196A; CN110671196B

Abstract

An engine and an automobile having same. The engine comprises: a piston (1) capable of moving in a cylinder (8) of the engine; a crankshaft (4); an adjusting element (3) sleeved on a crankshaft neck (42); a connecting rod (2) connecting the piston to the adjusting element (3); and a compression ratio adjusting mechanism (7) configured to adjust the position of the piston (1) and comprising a driving shaft (61), an eccentric wheel (62), and a control rod (5). The control rod (5) is connected between the adjusting element (3) and the eccentric wheel (62). The distance between the central axis of the driving shaft (61) and the central axis (4a) of a main journal (41) is L5, the distance between the center (62a) of the eccentric wheel (62) and the central axis (61a) of the driving shaft (61) is R2, and the distance between the hinge center of a first end of the control rod (5) and the center (62a) of the eccentric wheel (62) is L4, and L5, R2, and L4 satisfy the relationship equation: L5-R2<L4<L5+R2.

Description

Engine and car with it

Cross-reference of related applications

This disclosure requires the priority of the application date is December 29, 2019, the application number is 201811639121.5, and the patent application name is "engine".

Technical field

The present disclosure relates to the field of automobiles, and in particular, to an engine and an automobile having the same.

Background technique

The compression ratio of the engine refers to the ratio of the cylinder volume when the piston moves to bottom dead center and the combustion chamber volume when the piston moves to top dead center. Most existing engines are fixed compression ratio engines with low fuel combustion efficiency, poor economy, and high emissions. With the development of variable compression ratio technology, the engine began to increase the compression ratio adjustment mechanism, by changing the position of the top dead center of the piston to change the volume of the combustion chamber, thereby changing the compression ratio.

Thermal efficiency theory shows that the higher the compression ratio, the higher the thermal efficiency and the lower the fuel consumption. However, increasing the compression ratio will cause knocking. Considering the suppression of knocking, the upper limit of the compression ratio will be limited. Most existing engines are fixed compression ratio engines It is impossible to achieve a balance between high thermal efficiency and knocking suppression. In addition, in the existing various compression ratio adjustment mechanisms, there are generally problems such as a large number of parts, large vibration of the mechanism, and large noise.

Summary of the invention

In view of this, the present disclosure aims to propose an engine to improve the NVH performance of the engine.

To achieve the above objective, the technical solution of the present disclosure is implemented as follows:

An engine includes a piston, which can move in a cylinder of the engine; a crankshaft, a main journal of the crankshaft is rotatably provided on the cylinder of the engine, and the connecting rod neck of the crankshaft is connected to the engine The central axis of the main journal is staggered; the adjusting element is sleeved on the connecting rod neck; the connecting rod is connected between the piston and the adjusting element; the compression ratio adjusting mechanism, The compression ratio adjustment mechanism is used to adjust the position of the piston in the cylinder. The compression ratio adjustment mechanism includes: an eccentric shaft and a control rod, the control rod is connected between the adjustment element and the eccentric shaft In addition, the control rod is eccentrically connected to the eccentric shaft, so that when the eccentric shaft rotates, the adjustment element can rotate around the link rod sleeve.

The eccentric shaft includes: a drive shaft and an eccentric wheel, the drive shaft is rotatably provided on the cylinder, the eccentric wheel is sleeved on the drive shaft, the first end of the control rod is The adjusting element is articulated, and the second end of the control rod is articulated with the drive shaft through the eccentric. The distance between the center axis of the drive shaft and the center axis of the main journal is L5, the distance between the center of the eccentric wheel and the center axis of the drive shaft is R2, the first of the control lever The distance from the center of the end hinge to the center of the eccentric is L4, and L5, R2, and L4 satisfy the relationship: L5-R2<L4<L5+R2.

According to some embodiments of the present disclosure, the distance between the center of the eccentric wheel and the center axis of the main journal is L46, the difference between the distance between L46 and L4 is L, and L satisfies the relationship: L<5mm.

According to some embodiments of the present disclosure, the distance between the center of the eccentric wheel and the center axis of the main journal is L46, and the difference between the distance between L46 and L4 is L, and L satisfies the relationship: L<1 mm. The smaller L is, the smaller the fourth-order vibration generated by the control rod during swinging. Further, when L=0, the fourth-order vibration generated by the control rod during swinging disappears.

According to some embodiments of the present disclosure, when the compression ratio adjustment mechanism moves the piston joint to the first limit position, the engine has a minimum compression ratio; when the compression ratio adjustment mechanism adjusts the piston to the second At the extreme position, the engine has the maximum compression ratio.

During the movement of the piston from the first limit position to the second limit position, there is L=0.

Optionally, when the piston is in the first limit position, L=0.

According to some embodiments of the present disclosure, the length of L46 when the piston is in the first limit position is less than the length of L46 when the piston is in the second limit position.

Further, the compression ratio adjusting mechanism further includes: a driving device, which is connected to the driving shaft and used to drive the driving shaft to rotate.

According to some embodiments of the present disclosure, the first end of the connecting rod is hinged with the piston through a piston pin, and the second end of the connecting rod is hinged with the adjusting element through a connecting pin.

Further, the first end of the control rod is hinged with the adjustment element through a control rod pin, and the link pin and the control rod pin are disposed on both sides of the link neck.

According to some embodiments of the present disclosure, a link pin or a bush is provided between the adjusting element and the link neck.

According to some embodiments of the present disclosure, the crankshaft is disposed between the piston and the drive shaft.

Compared with the prior art, the engine described in this disclosure has the following advantages:

In the engine described in this disclosure, the number of parts of the compression ratio adjustment mechanism is small, so that the purpose of changing the compression ratio can be achieved, thereby helping to reduce the assembly process of the engine, and the small number of parts is beneficial to improving the compression ratio adjustment mechanism. Work reliability. By changing the position of the drive shaft on the cylinder, the size of L5 can be changed. By reasonably designing the eccentricity of the eccentric wheel and the length of the control rod, the size of R2 and L4 can be changed, so that the movement path of the first end of the control rod is close The center of rotation of the crankshaft, thereby reducing the vibration generated by the control rod during the swing process, thereby reducing the vibration and noise of the entire engine, and optimizing the NVH performance of the entire engine.

Another object of the present disclosure is to propose an automobile including the above-mentioned engine.

Compared with the prior art, the automobile described in this disclosure has the same advantages as the engine, and will not be repeated here.

BRIEF DESCRIPTION

The drawings constituting a part of the present disclosure are used to provide a further understanding of the present disclosure. The exemplary embodiments and descriptions of the present disclosure are used to explain the present disclosure, and do not constitute an undue limitation on the present disclosure. In the drawings:

Figure 1 is an assembly diagram of the piston, connecting rod, adjustment element, crankshaft, and compression ratio adjustment mechanism;

Figure 2 is a schematic diagram of the mechanical principle of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism;

Figure 3 is a schematic diagram of the dimensions of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism;

Figure 4 is a schematic diagram of the force of the piston;

5 is a schematic diagram of the force of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism.

Description of reference signs:

Piston 1, connecting rod 2, adjusting element 3, crankshaft 4, main journal 41, connecting rod journal 42, crank 43, compression ratio adjustment mechanism 7, control rod 5, eccentric shaft 6, drive shaft 61, eccentric 62, cylinder 8 , Piston pin A, connecting rod pin B, connecting rod neck pin C, control rod pin D.

detailed description

It should be noted that the embodiments in the present disclosure and the features in the embodiments can be combined with each other without conflict.

The engine of the present disclosure will be described in detail below with reference to FIGS. 1-5 in conjunction with the embodiments.

Referring to FIG. 1, an engine according to an embodiment of the present disclosure includes: a piston 1, a connecting rod 2, an adjustment element 3, a crankshaft 4, and a compression ratio adjustment mechanism 7.

The piston 1 can move in the cylinder 8 of the engine. With reference to FIGS. 1 and 4, the piston 1 can move in the vertical direction of FIG. 1 in the cylinder bore of the cylinder 8.

The main shaft journal 41 of the crankshaft 4 is rotatably provided on the engine block, and the connecting rod journal 42 of the crankshaft 4 is offset from the central axis of the main journal 41. There may be a plurality of connecting rod necks 42 of the crankshaft 4.

The adjusting element 3 is sleeved on one of the connecting rod necks 42. Specifically, the adjusting element 3 is provided with a crankshaft hole. The connecting rod neck 42 is located in the crankshaft hole. The adjusting element 3 and the connecting rod neck 42 can rotate with each other. In some embodiments, a connecting rod neck pin C or a bush may be provided between the adjusting element 3 and the connecting rod neck 42 to reduce the wear of the adjusting element 3 and the connecting rod neck 42 and extend the service life of the engine parts.

The connecting rod 2 is connected between the piston 1 and the adjusting element 3, that is, the first end of the connecting rod 2 is connected to the piston 1, and the second end of the connecting rod 2 is connected to the adjusting element 3. Specifically, the first end of the connecting rod 2 is hinged to the piston 1, the second end of the connecting rod 2 is hinged to the adjusting element 3, thereby allowing the connecting rod 2 and the piston 1 to rotate relative to each other, and the connecting rod 2 and the adjusting rod The elements 3 can rotate with each other. In this way, when the adjusting element 3 rotates around the connecting rod neck 42 around it, the connecting rod 2 can be driven to move, thereby driving the piston 1 to move up and down.

The compression ratio adjustment mechanism 7 is used to adjust the position of the piston 1 in the cylinder 8 so that the position of the piston 1 relative to the cylinder 8 at top dead center or bottom dead center is changed, and then the compression ratio is changed. As shown in FIG. 1, the compression ratio adjustment mechanism 7 may include: an eccentric shaft 6 and a control rod 5, the control rod 5 is connected between the adjustment element 3 and the eccentric shaft 6, and the first end of the control rod 5 is connected to the adjustment element 3, And the second end of the control rod 5 is eccentrically connected to the eccentric shaft 6, so that when the eccentric shaft 6 rotates, the power of the eccentric shaft 6 can be transmitted to the adjusting element 3 via the control rod 5, so that the adjusting element 3 is connected around the sleeve The neck 42 rotates.

Specifically, when the eccentric shaft 6 rotates, the control rod 5 is pushed to rotate, the control rod 5 pushes the adjusting element 3 to rotate, the adjusting element 3 pushes the connecting rod 2 to rotate, and the connecting rod 2 pushes the piston 1 to move up and down, thereby adjusting the piston 1 Position in the cylinder 8. Moving the piston 1 up and down will change the volume of the combustion chamber and thus the compression ratio. In other words, the compression ratio adjustment mechanism 7 can play the role of changing the engine compression ratio. By changing the compression ratio, it can meet the load requirements of different engines, so that the engine always works in the best working area, which not only improves the power and reduces the fuel consumption, but also reduces the emissions, which solves the power and economy, and emissions. The contradiction of sex makes the engine always work in the best fuel consumption area.

It should be noted that in the description of the present disclosure, the “first end” of the part refers to the upper end in FIG. 1, and the “second end” refers to the lower end in FIG. 1, but “first end”, “ Words indicating orientation, such as "second end", "upper", "lower", etc., are for convenience of description only, and should not be regarded as limitations to the present disclosure.

Referring to FIG. 1, the eccentric shaft 6 may include: a driving shaft 61 and an eccentric wheel 62, the driving shaft 61 is rotatably disposed on the cylinder, the eccentric wheel 62 is sleeved on the driving shaft 61, and the eccentric wheel 62 and the driving shaft 61 is relatively fixed. The first end of the control lever 5 is hinged with the adjusting element 3, and the second end of the control lever 5 is hinged with the drive shaft 61 through the eccentric 62, thereby allowing the control lever 5 and the adjusting element 3 to rotate with each other, the control lever 5 and the drive shaft 61 can rotate with each other.

Referring to FIG. 3, the distance between the central axis 61a of the drive shaft 61 and the central axis 4a of the main journal 41 is L5, and the distance between the center 62a of the eccentric 62 and the central axis 61a of the drive shaft 61 is R2, that is The eccentricity of the eccentric 62 is R2, and the distance from the hinge center of the first end of the control rod 5 to the center 62a of the eccentric 62 is L4. L5, R2, and L4 satisfy the relationship: L5-R2<L4<L5+R2.

The control rod 5 transmits an additional fourth-order vibration to the crankshaft 4 during the swinging process. As shown in FIG. 3, the movement locus of the first end of the control rod 5 is Dc, and the distance between Dc and the central axis 4a of the main journal 41 is L. When L5-R2<L4<L5+R2, the trajectory of the first end of the control rod 5 can be ensured to be close to the central axis 4a of the main journal 41, that is, L can be ensured to be small, thereby helping to reduce the swing of the control rod 5 Fourth-order vibration generated during the process.

In the engine of the embodiment of the present disclosure, the number of parts of the compression ratio adjustment mechanism 7 is small, so that the purpose of changing the engine compression ratio can be achieved, thereby helping to reduce the assembly process of the engine, and the small number of parts is beneficial to improve the compression Than the working reliability of the adjusting mechanism 7.

Further, the compression ratio adjusting mechanism 7 may further include: a driving device connected to the driving shaft 61, and the driving device is used to drive the driving shaft 61 to rotate. Specifically, the driving device provides a driving torque to the driving shaft 61 to rotate the driving shaft 61.

The distance between the center 62a of the eccentric 62 and the central axis 4a of the main journal 41 is L46, and the absolute value of the difference between the distances of L46 and L4 is L. When L5-R2<L4<L5+R2, L satisfies the relationship Formula: L<5mm.

Preferably, when L5-R2<L4<L5+R2, L satisfies the relationship: L<1 mm.

During the rotation of the drive shaft 61, the distance between the center 62a of the eccentric 62 and the center axis 4a of the main journal 41 changes continuously, that is, the length of L changes continuously.

When L is not equal to 0, that is, the swing trajectory Dc of the first end of the control rod 5 does not coincide with the central axis 4a of the main journal 41, the inertial force formed by the control rod 5 during the swing process will be in the direction of rotation of the crankshaft 4 An inertia torque is generated, which will cause the crankshaft 4 to generate an additional fourth-order vibration. This fourth-order vibration is superimposed on the fourth-order vibration generated during the operation of the crankshaft 4 itself, so that the vibration of the crankshaft 4 becomes larger and the running stability becomes difference. The smaller L is, the smaller the fourth-order vibration generated by the control rod 5 during the swinging process is, and the smaller the influence on the vibration of the crankshaft 4. Therefore, in order to reduce the vibration of the crankshaft 4, the absolute value of L should be less than 5, preferably, the absolute value of L less than 1.

Further, when L=0, the movement locus of the first end of the control rod 5 is that Dc passes through the central axis 4a of the main journal 41, and the fourth-order vibration generated by the control rod 5 during the swinging process disappears.

Specifically, by changing the position of the eccentric shaft 6 on the cylinder, the size of L5 can be changed. By reasonably designing the eccentric amount of the eccentric wheel 62 and the length of the control rod 5, the sizes of R2 and L4 can be changed so that L5, R2 and L4 satisfy the relationship: L5-R2<L4<L5+R2, thus ensuring L<5mm, even L<1mm. That is to say, by optimizing the arrangement position of the eccentric shaft 6 and the size of other parts in the compression ratio adjustment mechanism 7, the distance L between the rotation center 4a of the crankshaft 4 and the movement trajectory Dc of the first end of the control rod 5 can be made smaller, that is, L <5mm, even satisfying L<1mm, so as to reduce the fourth-order vibration generated by the control rod 5 during the swing process, thereby reducing the vibration and noise of the entire engine, and optimizing the NVH performance of the entire engine.

In the low compression ratio region, the compression ratio adjustment mechanism 7 is subjected to greater force, faster movement speed, and greater mechanism vibration than the high compression ratio region. Therefore, the value in the low compression ratio region L should be smaller than the value in the large compression ratio region L. In the entire compression ratio change range, L has a position of 0, and the compression ratio corresponding to this position is the same as the compression ratio corresponding to the maximum force of the compression ratio adjustment mechanism 7.

Specifically, when the compression ratio adjustment mechanism 7 adjusts the piston 1 to the first limit position, the engine has a minimum compression ratio; when the compression ratio adjustment mechanism 7 adjusts the piston 1 to the second limit position, the engine has the maximum compression ratio.

During the movement of the piston 1 from the first limit position to the second limit position, there is L=0. In other words, when the drive shaft 61 adjusts the piston 1 to a certain compression ratio, there is L46=L4.

In some alternative embodiments, when the piston 1 is in the first limit position, L=0. That is, in this embodiment, when the drive shaft 61 adjusts the piston 1 to the minimum compression ratio, there is L46=L4.

The length of L46 when the piston 1 is in the first limit position is smaller than the length of L46 when the piston 1 is in the second limit position. In other words, the length of L46 when the drive shaft 61 adjusts the piston 1 to the minimum compression ratio is smaller than the length of L46 when the drive shaft 61 adjusts the piston 1 to the maximum compression ratio.

The first end of the connecting rod 2 is hinged to the piston 1 via the piston pin A, and the second end of the connecting rod 2 is hinged to the adjusting element 3 via the connecting pin B.

Further, the first end of the control rod 5 is hinged with the adjustment element 3 through the control rod pin D, and the link pin B and the control rod pin D are disposed on both sides of the link neck 42 around which the adjustment element 3 is sleeved. In other words, the adjusting element 3 is provided with a connecting rod pin hole and a lever pin hole, the connecting rod pin hole and the lever pin hole are provided on both sides of the crankshaft hole of the adjusting element 3, preferably, the connecting rod pin hole and the control lever pin The center line of the hole passes through the center of the crankshaft hole.

The crankshaft 4 is disposed between the piston 1 and the eccentric shaft 6, in other words, the crankshaft 4 is disposed between the piston 1 and the drive shaft 61, thereby bringing the crankshaft 4 closer to the piston 1, so that when the fuel is burned, the kinetic energy of the piston 1 can be quickly Transferred to the crankshaft 4, reducing kinetic energy loss.

Referring to FIGS. 1-2, and 4, the distance between the central axis 4a of the main journal 41 and the trajectory of the piston 1 is e, and the connecting rod neck 42 and the central axis of the main journal 41 sleeved by the adjusting element 3 The distance is R1, and the angle between the center line of the connecting rod neck 42 and the main journal 41 and the movement trajectory of the piston 1 is CA, the first end of the connecting rod 2 is connected to the center and the second end of the connecting rod 2 is connected The distance between the centers is L1, and the distance between the center of the second end of the connecting rod 2 and the center of the connecting rod neck 42 is L2.

The connection between the connection center of the first end of the connecting rod 2 and the connection center of the second end of the connection rod 2 and the connection between the second connection center of the connection rod 2 and the connection center of the first end of the control rod 5 The angle between is β, when -40°≤CA≤120°, L1, L2, R1, e, β, CA satisfy the relationship:

It should be noted that, referring to FIG. 2, taking the center of the main journal 41 as the O point of the XOY coordinate system (not shown in the figure), the horizontal axis is the X axis, and the vertical axis is the Y axis, when the connecting rod neck 42 and When the center line of the main journal 41 is in the first and fourth quadrants, CA>0°; when the center line of the connecting rod neck 42 and the main journal 41 is in the second and third quadrants, CA<0°; When the center line of the connecting rod neck 42 and the main journal 41 coincides with the Y axis, CA=0°, the first quadrant, the second quadrant, the third quadrant, and the fourth quadrant are sorted counterclockwise around the center of the main journal 41.

As shown in FIGS. 2 and 4, the distance between the center of the piston pin A and the connecting rod pin B is L1, the distance between the center of the connecting rod pin B and the connecting rod neck pin C is L2, and the center of the piston pin A and the connecting rod pin B The angle between the connection line of the center and the connection line between the center of the connecting rod pin B and the center of the control pin D is β, that is, the angle between the connecting rod 2 and the adjustment element 3 is β, the adjustment element 3 sets The connecting rod neck 42 and the main journal 41 are connected by a crank 43, and the length of the crank 43 is R1.

As shown in FIG. 2, the distance between the link neck pin C and the lever pin D is L3, and L3 and L2 may be equal or different.

The angle between the connecting rod 2 and the movement trajectory of the piston 1 is A1, that is, the line between the hinge center of the first end of the connecting rod 2 and the hinge center of the second end of the connecting rod 2 and the movement of the piston 1 The angle between the tracks is A1.

During the operation of the engine, the downward cylinder burst pressure received by the piston 1 is F. The piston 1 is pushed downward by this force F, and at the same time, the piston 1 transmits a part of the force F to the cylinder bore of the cylinder 8, this force is Fx=F*tanA1. Fx has a positive correlation with A1. The larger A1, the larger Fx. Excessive Fx will cause excessive wear of the cylinder bores of piston 1 and cylinder 8.

When the angle CA is in the range of -40° to 120°, the gas in the cylinder is compressed and burned, the pressure of the gas is high, and the cylinder burst pressure F received by the piston 1 is large. At this time, L1, L2, R1, e, β, and CA satisfy the relationship:

So that 0°≤A1≤8°, that is, the angle A1 between the connecting rod 2 and the movement trajectory of the piston 1 ranges from 0° to 8°, the force Fx of the piston 1 to the cylinder bore of the cylinder 8 is always small.

By changing the part size of the compression ratio adjustment mechanism 7, the values of L1, L2, and R1 can be changed. By changing the arrangement structure of the compression ratio adjustment mechanism 7, the values of e, β, and CA can be changed, so that L1, L2, R1, e, β, CA satisfy the relationship:

Ensure that 0°≤A1≤8°.

According to the engine of the embodiment of the present disclosure, by adjusting the arrangement structure or component size of the compression ratio adjustment mechanism 7, the angle A1 between the connecting rod 2 and the movement path of the piston 1 is always small, which can reduce the piston 1 to the cylinder hole of the cylinder 8. The lateral force improves the wear between the piston 1 and the cylinder bore.

When 30°≤CA≤40°, L2, R1, e, β, and CA satisfy the relationship: L ₂ *sin(β)-R ₁ *sin(CA)+e≈0. At this time, the angle A1 between the connecting rod 2 and the movement trajectory of the piston 1 satisfies: 0°≦A1≦0.5°, and Fx=F*tanA1≈0.

In other words, when the angle CA is in the range of 30° to 40°, the gas in the cylinder is at the highest pressure, and the force F received by the piston 1 is near the maximum value. At this time, L2, R1, e, β, and CA should additionally satisfy the relationship L ₂ *sin(β)-R ₁ *sin(CA)+e≈0. The angle A1 between the connecting rod 2 and the movement trajectory of the piston 1 is between 0° and 0.5°, and the force Fx of the piston 1 to the cylinder bore is approximately equal to zero.

The above two points can make the force Fx of the piston 1 to the cylinder hole of the cylinder 1 less than the limit that the piston 1 and the cylinder hole can bear in the general engine, reduce the lateral force of the piston 1 to the cylinder hole, thereby improving the relationship between the piston 1 and the cylinder hole Wear condition.

Referring to FIGS. 1-2, and 5, during the operation of the engine, the downward cylinder burst pressure received by the piston 1 is F, and the piston 1 is pushed downward by this force F. During the downward movement of the piston 1, the force is transmitted to the adjusting element 3 via the connecting rod 2. The adjusting element 3 receives a force Fa from the connecting rod 2, the adjusting element 3 distributes the force Fa to the crankshaft 4 and the control rod 5, and the adjusting element 3 applies a force Fb to the crankshaft 4, and Fb pushes the crankshaft 4 to rotate and pass The crankshaft 4 is converted into an outward power output, the force applied by the adjusting element 3 to the control rod 5 is Fc, and the control rod 5 transmits this force Fc to the eccentric shaft 6 and hinders the rotation of the eccentric shaft 6.

During the operation of the engine, it is expected that the driving force Fb obtained by the crankshaft 4 is sufficiently large, and the engine needs a sufficiently large Fb to ensure that it can output sufficient power. And it is hoped that the resistance Fc obtained by the eccentric shaft 6 is sufficiently small. If Fc is too large, excessive wear will occur between the control rod 5 and the eccentric shaft 6. At the same time, the driving torque of the eccentric shaft 6 has a positive correlation with Fc. As Fc becomes larger, the driving torque of the eccentric shaft 6 will also become larger, which will lead to an increase in the volume and mass of the driving device of the eccentric shaft 6 and an increase in energy consumption.

The distance between the connecting rod neck 42 and the connecting rod 2 is L6, and the distance between the connecting rod neck 42 and the control rod 5 is L7, that is, the line connecting the connecting rod neck pin C to the center of the piston pin A and the connecting rod pin B The distance is L6, and the distance between the link pin C to the center of the lever pin D and the center of the drive shaft 61 is L7.

Referring to FIG. 2, the angle between the center line of the main journal 41 and the connecting rod journal 42 and the movement trajectory of the piston 1 is CA. When −40°≦CA≦120°, L6/L7=0.7～1 , So that Fb is greater than Fc.

Specifically, when the angle CA is in the range of -40° to 120°, the gas in the cylinder is compressed and combusted, the pressure of the gas is high, and the cylinder burst pressure F received by the piston 1 is large. The force Fa of the connecting rod 2 to the adjusting element 3 is relatively large, and the range of L6/L7 should be ensured to be 0.7 to 1, in order to ensure that Fb is greater than Fc.

The above conditions can make the force Fc of the adjusting element 3 to the control rod 5 smaller, reduce the wear of the control rod 5 and the eccentric shaft 6, and the less energy is required to drive the eccentric shaft 6. At the same time, the force Fb received by the crankshaft 4 is large, which does not affect the dynamic performance of the engine. The adjusting element 3 transmits most of the force provided by the connecting rod 2 to the crankshaft 4 and reduces the force of the eccentric shaft 6.

Fb is positively correlated with L6/L7 and Fa, and Fc is positively correlated with L6/L7 and Fa.

Specifically, the relationship between Fb and Fa is Fb≈(1+L6/L7)*Fa, and the relationship between Fc and Fa is Fc≈L6/L7*Fa.

By changing the swing angle of the connecting rod 2, the size of L6 can be changed, by changing the swing angle of the control rod 5, the size of L7 can be changed, or by changing the relative rotation angle of the adjusting element 3 and the set link neck 42 or Changing the size of the adjusting element 3 can change the size of L6 and L7, thereby changing the size of Fb and Fc, and thus improving the force of the compression ratio adjusting mechanism 7.

According to the engine of the embodiment of the present disclosure, by adjusting the arrangement structure or part size of the compression ratio adjustment mechanism 7, the force of the compression ratio adjustment mechanism 7 is improved, the force transmitted to the eccentric shaft 6 is small, and the control rod 5 and the eccentricity are reduced The wear of the shaft 6 reduces the friction between the two, reduces the driving force of the eccentric shaft 6, and at the same time makes the force transmitted to the crankshaft 4 large enough without affecting the power performance of the engine.

Further, when 30°≦CA≦40°, L6/L7=0.7 to 0.8.

Specifically, when the angle CA is in the range of 30° to 40°, the gas in the cylinder is in the highest pressure state. The force F received by the piston 1 is near the maximum value, and the force Fa of the connecting rod 2 to the adjusting element 3 is near the maximum value. The range of L6/L7 should be additionally controlled to ensure that the range of L6/L7 is 0.7-0.8.

The above conditions can make the force Fc of the adjusting element 3 to the control rod 5 small enough to reduce the wear of the control rod 5 and the eccentric shaft 6 to the greatest extent, and thus the less energy is required to drive the eccentric shaft 6. At the same time, the force Fb received by the crankshaft 4 is sufficiently large so as not to affect the dynamic performance of the engine.

The engine of the above embodiment can be applied to automobiles.

An automobile according to another embodiment of the present disclosure includes the engine of the above embodiment.

The above are only preferred embodiments of the present disclosure and are not intended to limit the present disclosure. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present disclosure shall be included in the Within the scope of protection.

Claims

An engine, characterized in that it includes:

A piston (1), the piston (1) can move in a cylinder (8) of the engine;

A crankshaft (4), a main journal (41) of the crankshaft (4) is rotatably arranged on the cylinder of the engine;

An adjusting element (3), the adjusting element (3) is sleeved on the connecting rod neck (42) of the crankshaft (4);

A connecting rod (2), the connecting rod (2) is connected between the piston (1) and the adjusting element (3);

A compression ratio adjustment mechanism (7), the compression ratio adjustment mechanism (7) is used to adjust the position of the piston (1) in the cylinder (8), the compression ratio adjustment mechanism (7) includes: a drive shaft (61), an eccentric wheel (62) and a control rod (5), the drive shaft (61) is rotatably provided on the cylinder, and the eccentric wheel (62) is provided on the drive shaft (61) The first end of the control rod (5) is hinged with the adjusting element (3), and the second end of the control rod (5) and the drive shaft (61) pass through the eccentric wheel (62) Articulated, the distance between the central axis (61a) of the drive shaft (61) and the central axis (4a) of the main journal (41) is L5, and the center (62a) of the eccentric (62) is The distance between the central axis (61a) of the drive shaft (61) is R2, and the distance between the hinged center of the first end of the control rod (5) and the center (62a) of the eccentric wheel (62) is L4, L5, R2, L4 satisfy the relationship: L5-R2<L4<L5+R2.
The engine according to claim 1, characterized in that the distance between the center (62a) of the eccentric wheel (62) and the center axis (4a) of the main journal (41) is L46, and the distance between L46 and L4 The difference is L, L satisfies the relationship: L <5mm.
The engine according to claim 1, characterized in that the distance between the center (62a) of the eccentric wheel (62) and the center axis (4a) of the main journal (41) is L46, and the distance between L46 and L4 The difference is L, and L satisfies the relationship: L<1mm.
The engine according to claim 2 or 3, characterized in that, when the compression ratio adjustment mechanism (7) adjusts the piston (1) to the first limit position, the engine has a minimum compression ratio; when When the compression ratio adjustment mechanism (7) adjusts the piston (1) to the second limit position, the engine has the maximum compression ratio.
The engine according to claim 4, characterized in that during the movement of the piston (1) from the first limit position to the second limit position, L=0.
The engine according to claim 4, characterized in that when the piston (1) is in the first limit position, L = 0.
The engine according to claim 4, characterized in that the length of L46 when the piston (1) is in the first limit position is smaller than the length of L46 when the piston (1) is in the second limit position .
The engine according to claim 1, characterized in that the compression ratio adjustment mechanism (7) further comprises: a drive device, the drive device is connected to the drive shaft (61) and is used to drive the drive shaft (61) 61) Turn.
The engine according to claim 1, characterized in that the first end of the connecting rod (2) is hinged to the piston (1) via a piston pin (A), and the second end of the connecting rod (2) It is articulated with the adjusting element (3) by a link pin (B).
The engine according to claim 9, characterized in that the first end of the control rod (5) is hinged to the adjustment element (3) via a control rod pin (D), and the connecting rod pin (B) and The control rod pins (D) are provided on both sides of the connecting rod neck (42).
The engine according to claim 1, characterized in that a connecting rod neck pin (C) or a bearing bush is provided between the adjusting element (3) and the connecting rod neck (42).
The engine according to claim 1, characterized in that the crankshaft (4) is provided between the piston (1) and the drive shaft (61).
An automobile, characterized by comprising the engine according to any one of claims 1-12.