WO2021170004A1 - 可变压缩比驱动结构及其装配方法、发动机及车辆 - Google Patents

可变压缩比驱动结构及其装配方法、发动机及车辆 Download PDF

Info

Publication number
WO2021170004A1
WO2021170004A1 PCT/CN2021/077715 CN2021077715W WO2021170004A1 WO 2021170004 A1 WO2021170004 A1 WO 2021170004A1 CN 2021077715 W CN2021077715 W CN 2021077715W WO 2021170004 A1 WO2021170004 A1 WO 2021170004A1
Authority
WO
WIPO (PCT)
Prior art keywords
compression ratio
variable compression
eccentric shaft
oil
wave generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/077715
Other languages
English (en)
French (fr)
Inventor
苏旭朝
刘涛
杨乐
张树旻
尹吉
渠娜
刘君宇
钟德华
王文远
姜志永
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2021170004A1 publication Critical patent/WO2021170004A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • 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
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P21/00—Machines for assembling a multiplicity of different parts to compose units, with or without preceding or subsequent working of such parts, e.g. with program control
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P70/00—Climate change mitigation technologies in the production process for final industrial or consumer products
    • Y02P70/10—Greenhouse gas [GHG] capture, material saving, heat recovery or other energy efficient measures, e.g. motor control, characterised by manufacturing processes, e.g. for rolling metal or metal working

Definitions

  • This application relates to the field of engine technology, and in particular to an assembly method of a variable compression ratio drive structure.
  • variable compression ratio technology came into being.
  • compression ratio adjustment forms are becoming more and more diversified.
  • the multi-link variable compression ratio mechanism that uses the eccentric shaft to cooperate with the multi-link mechanism to drive the eccentric shaft to rotate through the multi-link mechanism to realize the change of the top dead center of the engine piston has become a large number of car companies. The focus of research and development.
  • the matching structure of the motor and the harmonic reducer is used as the driving source, and the eccentric shaft is driven to rotate is a more driving form.
  • the transmission mode between the motor and the harmonic reducer in the existing structure is mostly belt transmission, or the motor is arranged on the side of the engine cylinder and connected to the harmonic reducer for transmission.
  • the existing structural form causes the overall width of the engine to be large, which is not conducive to the installation of the entire vehicle.
  • the motor installation space or the motor mounting bracket needs to be processed when the cylinder is processed, which also makes the cylinder structure relatively Complex and difficult to process.
  • its drive structure also has the problem of complicated assembly and difficulty in guaranteeing assembly accuracy.
  • the purpose of this application is to propose an assembly method for a variable compression ratio drive structure, so as to make assembly simpler and improve assembly accuracy.
  • variable compression ratio drive structure drives the eccentric shaft in the variable compression ratio mechanism to rotate, and includes a harmonic reducer unit fixed on the engine cylinder, and The motor unit fixed on the rigid wheel in the harmonic reducer unit, the flexible wheel in the harmonic reducer unit is drivingly connected to one end of the eccentric shaft, and one end of the rotating shaft of the motor unit extends and In a transmission connection with the wave generator in the harmonic reducer, one end of the eccentric shaft connected with the flexspline has an extension end extending to one side of the rotating shaft, and the assembly method includes the following steps:
  • One end of the eccentric shaft with the extended end is rotatably installed in the rigid wheel by a third bearing;
  • the first bearing is interference press-fitted in the wave generator, and the wave generator is rotatably mounted on the extension end by the first bearing, and the first bearing and the extension end There is a clearance fit between them, and the wave generator is pressed into the flexspline to cooperate with the flexspline transmission;
  • a limiter is installed at the end of the extension end to restrict the inner ring of the first bearing to the extension end through the limiter;
  • an oil passage communicating with the lubricating oil passage in the engine cylinder is constructed in the eccentric shaft, and the oil passage axially penetrates to the end of the extension end of the eccentric shaft.
  • a notch penetrating the oil passage is constructed at the end of the extension end, the limiting member is an oil plug with one end fixedly connected in the notch, and the other end of the oil plug is caused by itself The radially extending outwardly is blocked on one side of the first bearing, and the oil plug is provided with an oil hole penetrating through itself and communicating with the oil passage.
  • a lubricating oil filter assembly is provided in the oil passage at the end of the extension end, the lubricating oil filter assembly includes a filter screen arranged in the recess, and the filter screen is blocked by the oil It is pressed into the recess, and in the step d, the filter screen is installed in the oil passage.
  • the rotation axis of the motor unit is offset below the rotation axis of the harmonic reducer unit.
  • an internal gear ring is constructed in the wave generator, a gear is connected to one end of the rotating shaft that is in transmission connection with the wave generator, the gear is located in the wave generator, and the gear and Part of the teeth of the inner ring gear mesh with each other to form a meshing connection between the two.
  • the opening of the oil passage at the end of the extension end is arranged opposite to the gear, and the projection of the opening on the gear is located inside the dedendum circle of the gear.
  • the engine block is provided with an oil hole that penetrates the engine block, and the oil hole penetrates to the inside of the rigid wheel connected to the engine block, so as to Lubricating oil is poured down between the rigid wheel and the flexible wheel.
  • a flexspline pad placed in the flexspline is provided on the other side of the flexspline, and the flexspline is The connecting piece of the flexspline gasket and the flexspline is fixedly connected with the eccentric shaft.
  • a positioning portion for pre-positioning the installation of the small reducer cover is provided between the engine block and the small cover of the reducer, and a sealing ring is provided on the outer periphery of the housing to The sealing between the casing and the timing cover is performed.
  • the positioning portion includes positioning pin holes respectively provided on the engine block and the small cover of the reducer, and positioning pins whose two ends are inserted into the two positioning pin holes respectively.
  • the present application also provides a variable compression ratio drive structure, which drives the eccentric shaft in the variable compression ratio mechanism to rotate, and includes a harmonic reducer unit fixed on the engine cylinder block, And a motor unit fixed on the rigid wheel in the harmonic reducer unit, the flexible wheel in the harmonic reducer unit is drivingly connected to one end of the eccentric shaft, and one end of the rotating shaft of the motor unit extends outward And is connected in transmission with the wave generator in the harmonic reducer, the end of the eccentric shaft connected with the flexspline has an extension end extending to one side of the rotating shaft, and the end of the extension end is installed with a limiter , In order to realize the support of the wave generator and limit its axial movement.
  • the present application also provides an engine including the variable compression ratio drive structure of the present application.
  • the application also provides a vehicle including the engine of the application.
  • the assembly method of the present application is based on the structure of the variable compression ratio drive structure, and through the arrangement of the assembly sequence of the components in the drive structure, first connect the eccentric shaft and the rigid wheel, then assemble the flexible wheel, and then install the wave generator. Then assemble the combination of the eccentric shaft and the reducer unit in the engine cylinder, and then install the timing cover and the motor unit, and realize the seal between the motor and the timing cover along with the installation. It makes the overall assembly process relatively simple, and the assembly accuracy can also be improved through the cooperation of various components, thereby facilitating the reliable setting of the driving structure in the engine.
  • the arrangement of the oil passage in the eccentric shaft in this application can ensure the lubrication effect of the drive structure
  • the arrangement of the third bearing can reduce the radial runout of the eccentric shaft to protect the flexspline
  • the arrangement of the flexspline gasket can prevent the flexspline.
  • the wheel is crushed and damaged, and the positioning part between the small cover of the reducer and the engine block can facilitate the installation of the small cover of the reducer.
  • the engine By positioning the axis of the motor unit directly below the axis of the reducer unit, the engine can be The damping pulley in the middle is to avoid, so as to facilitate the overall design of the engine.
  • the sealing ring is used for sealing between the motor unit and the timing cover, and the structure is simple, the sealing effect is good, the assembly is easy and the cost is low.
  • FIG. 1 is a schematic structural diagram of a variable compression ratio mechanism according to an embodiment of the application
  • FIG. 2 is a schematic diagram of a variable compression ratio driving structure according to an embodiment of the application.
  • FIG. 3 is a schematic diagram of the variable compression ratio drive structure shown in FIG. 2 after being assembled in an engine block;
  • Figure 4 is a side view of Figure 3;
  • FIG. 5 is a schematic diagram of the offset arrangement of the motor unit according to an embodiment of the application.
  • Figure 6 is a partial enlarged view of part A in Figure 3;
  • Fig. 7 is a partial schematic diagram of the eccentric shaft according to an embodiment of the application.
  • FIG. 8 is a schematic diagram of the structure of the oil plug according to an embodiment of the application.
  • FIG. 9 is a schematic diagram of the sealing of the motor unit and the timing cover according to an embodiment of the application.
  • FIG. 10 is a schematic diagram of the assembly of the eccentric shaft and the rigid wheel according to an embodiment of the application.
  • Figure 11 is a schematic diagram of the assembly of the flexspline according to an embodiment of the application.
  • Figure 12 is a schematic diagram of the first bearing described in the application pre-assembled in the wave generator
  • Figure 13 is a schematic diagram of the assembly of the wave generator described in this application.
  • Figure 14 is a schematic diagram of the assembly of the filter screen and the oil plug described in this application.
  • 15 is a schematic diagram of the assembly of the eccentric shaft and harmonic reducer unit in the engine block according to an embodiment of the application;
  • 16 is a schematic diagram of the assembly of the timing cover according to an embodiment of the application.
  • 501-eccentric wheel 502-oil passage, 503-flange, 504-extended end, 505-connection hole, 701-positioning pin hole, 1001-inner gear ring.
  • variable compression ratio drive structure is generally used as a part of the variable compression ratio mechanism to drive the eccentric shaft in the variable compression ratio mechanism. Turn, and then realize the adjustment of the engine compression ratio.
  • variable compression ratio mechanism it is specifically a multi-link variable compression ratio mechanism, and an exemplary structure of the mechanism may be as shown in FIG. 1.
  • the variable compression ratio The mechanism specifically includes a piston 1 arranged in the engine cylinder, a crankshaft assembly and an eccentric shaft assembly rotating on the engine cylinder 7, and an adjusting connecting rod 3 fitted on the crankshaft 2 in the crankshaft assembly, which is hinged to The actuator link 4 between the piston 1 and one end of the adjustment link 3, and the drive link 6 between the eccentric shaft 5 hinged in the eccentric shaft assembly and the other end of the adjustment link 3, and generally, the drive link The rod 6 is specifically hinged with the eccentric wheel 501 on the eccentric shaft 5.
  • variable compression ratio drive structure of this embodiment is also arranged in the engine block 7 and is used to drive the above-mentioned eccentric shaft 5 to rotate.
  • the eccentric shaft 5 is driven to rotate by the drive structure, and the eccentric wheel 501 on the eccentric shaft 5 can drive the drive link 6 to swing, and the drive link 6 swings to make itself swing
  • the support position changes, and the transmission of the adjusting connecting rod 3 and the executing connecting rod 4 also makes the top dead center position of the piston 1 higher or lower, so that the engine compression ratio can be adjusted.
  • variable compression ratio drive structure of this embodiment can also be used in other variable compression ratio mechanisms using an eccentric shaft structure. It is restricted as long as the variable compression ratio mechanism can apply the drive structure of this embodiment and can obtain the expected effect.
  • the overall structure of the variable compression ratio drive structure includes a harmonic reducer unit (X part) fixed on the engine cylinder 7, and a solid The motor unit (Part D) provided on the rigid wheel 8 in the harmonic reducer unit.
  • the harmonic reducer unit is the same as the existing harmonic reducer structure, it is still composed of rigid wheel 8, flexible wheel 9 and wave generator 10, and the working principle of the harmonic reducer unit is also similar to that of the existing harmonic reducer.
  • the structure of the harmonic reducer is the same.
  • the motor unit of this embodiment can generally adopt a stepping motor to have better rotation control accuracy.
  • the present embodiment can effectively reduce the size of the overall driving structure, make the structure compact, and facilitate the arrangement in the engine.
  • one side of the wave generator 10 is rotatably mounted on the extension end 504 of the eccentric shaft 5 by the first bearing 14, and passes through the outer side of the first bearing 14.
  • the interference assembly between the ring and the wave generator 10, and the setting of the stopper of the inner ring of the first bearing 14 at the end of the extension end 504 realizes the reliable support of the wave generator 10 and restricts its axial movement. move.
  • the rigid wheel 8 is fixed on the engine cylinder block 7, the flexible wheel 9 is drivingly connected to one end of the eccentric shaft 5, and one end of the rotating shaft 12 of the motor unit extends out and is drivingly connected to the wave generator 10
  • the rotation axis of the motor unit is also offset to one side of the rotation axis of the harmonic reducer unit, so that the motor unit is eccentrically arranged relative to the harmonic reducer unit.
  • the end of the eccentric shaft 5 connected with the flexspline 9 in this embodiment also has an extension end 504 extending to the side of the rotating shaft 12.
  • the extension end 504 can be specifically referred to in FIG. 7, which will be described below, on the extension end 504.
  • an oil passage 502 communicating with the lubricating oil passage in the engine cylinder 7 is also constructed in the eccentric shaft 5, and the oil passage 502 axially penetrates to the end of the extension end 504 of the eccentric shaft 5.
  • the end of the extension end 504 of the eccentric shaft 5 is configured with a notch penetrating the oil passage 502, and as an exemplary structural form, the limiting member of this embodiment is specifically one end fixedly connected to the concave The other end of the oil plug 24 in the mouth is blocked on one side of the inner ring of the first bearing 14 due to its radial extension, and the oil plug 24 is also provided with an oil passage that penetrates itself and 502 communicating oil hole 25.
  • this embodiment is directed to the offset arrangement of the above-mentioned motor unit relative to the harmonic reducer unit, which may be along the height direction of the engine cylinder 7 so that the rotation axis of the motor unit is offset.
  • the rotation axis n of the motor unit is located directly below the rotation axis m of the harmonic reducer.
  • the upper part of the harmonic reducer unit is generally a damping pulley 22, and the engine damping pulley 22 is a flexible part, the design requirements need to allow the wheel train belt to generate a certain amount of beating during operation. Therefore, by biasing the motor unit below, it can provide a space for the vibration of the damping pulley 22 and the belt on it to avoid the impact on the normal operation of the engine train.
  • the rotation axis is set directly below the rotation axis of the harmonic reducer unit, and the avoidance effect is the best at this time.
  • the rigid wheel 8 in the harmonic reducer unit is specifically fixed to the engine cylinder block 7 by bolts.
  • the housing 11 in the motor unit is also fixed to the rigid wheel 8 by bolts.
  • the rigid wheel 8 and the housing 11 of the motor unit are respectively provided with mounting holes for bolt penetration, and as shown in FIG. 5, the double-dot chain circle e is the mounting holes on the housing 11.
  • the double-dot chain circle f is also the connection line between the mounting holes on the rigid wheel 8. Due to the eccentric arrangement of the motor unit, the two-dot chain circle e crosses the two-dot chain circle f instead of nesting.
  • the positions of the housing 11 corresponding to the mounting holes on the rigid wheel 8 are also respectively Notches are formed to avoid the mounting holes of the rigid wheel 8, and the closer these notches are to the intersection of the two dash-dotted circles, the larger the size.
  • the transmission connection between the shaft 12 of the motor unit and the wave generator 10 in this embodiment is specifically that an inner ring gear 1001 is constructed in the wave generator 10, and A gear 13 is connected to one end of the rotating shaft 12 that is in transmission connection with the wave generator 10.
  • the gear 13 is located in the wave generator 10, and the gear 13 also meshes with part of the teeth of the ring gear 1001 to form a gap between the two. Engaged and connected.
  • the teeth in the ring gear 1001 meshing with the gear 13 are also the bottom part thereof.
  • the oil passage 502 of the eccentric shaft 5 through the aforementioned arrangement of the oil passage 502 of the eccentric shaft 5, it can be transmitted between the gear 13 and the ring gear 1001, as well as the wave generator 10, the flexspline 9 and other components in the harmonic reducer unit. Lubricating oil is provided between them to achieve effective lubrication of various components.
  • the extended end 504 of the eccentric shaft 5 since the extended end 504 of the eccentric shaft 5 is arranged directly to the motor unit, fine metal impurities are unavoidable in the lubricating oil. Therefore, in order to prevent the lubricating oil sprayed from the oil passage 502 from entering the motor unit, the metal impurities are connected to the motor circuit The solder joints on the board cause the motor to short circuit.
  • the opening of the oil passage 502 at the end of the extension end 504 is arranged opposite to the gear 13, and the projection of the opening on the gear 13 is also located at the tooth root of the gear 13 Inside the circle.
  • an oil passage 502 located at the end of the extension end 504 is also provided with a lubricating oil filter assembly for filtering lubricating oil.
  • the above lubricating oil filter assembly specifically includes a filter screen 15 arranged in the recess, and the filter screen is also pressed by an oil plug 24 Tightly in the notch.
  • the oil plug 24 of the present embodiment may preferably have one end screwed into the recess, and the other end of the oil plug 24 extends radially outward to limit the stop on one side of the inner ring of the first bearing 14. Cooperating with the shoulder structure on the extension end 504 on the other side can realize the limit restriction on the inner ring of the first bearing 14.
  • the outer diameter of the radially outward end of the oil plug 24 is generally equal to or slightly larger, and slightly smaller than the outer diameter of the inner ring of the first bearing 14, and of course it must be smaller than that of the first bearing. 14
  • the inner diameter of the outer ring In addition to screwing the oil plug 24 into the recess at the end of the extension end 504, of course, the oil plug 24 can also be assembled in the recess by means of interference press fitting. And for the end of the oil plug 24 where the inner ring of the first bearing 14 is blocked, except for the end of the oil plug 24 that is disc-shaped due to the radial extension of the entire circumference as shown in FIG. 8, the end of the oil plug 24 is currently It is also feasible to have only one or a few radially outwardly extending stopper structures arranged at intervals in the circumferential direction to block the inner ring of the first bearing 14 through the stopper structure.
  • the oil plug 25 is The diameter of the oil hole 25 can be designed to be small, so that the flow of lubricating oil can be restricted and the oil pressure in the eccentric shaft 5 can be ensured.
  • the oil plug 24 of this embodiment it can be made of a relatively simple cylindrical steel block, and an inner hexagonal hole is provided in the middle of one end of the oil plug 24 to facilitate the screwing operation.
  • the oil hole 25 in the plug 24 penetrates and essentially constitutes a part of the oil hole 25.
  • the inner diameter of the hexagon socket hole is larger than the oil hole 25, the lubricating oil sprayed from the oil hole 25 in actual use is only a flow Through the hexagonal hole.
  • the lubricating oil coming from the eccentric shaft 5 in this embodiment first enters the junction of the gear 13 and the ring gear 1001, and then Then the wave generator 10 enters the meshing place of the flexible wheel 9 and the rigid wheel 8, and finally flows into the oil pan of the engine through the third bearing 17 mentioned below at the rear end.
  • the above lubrication path can meet the lubrication requirements of the gear 13, the ring gear 1001, the wave generator 10, the flexible wheel 9 and the rigid wheel 7, and the third bearing 17.
  • the above-mentioned lubrication path is mainly at a position below the horizontal plane where the oil passage 502 is located, and because the flexspline 9 drives the eccentric shaft 5 generally only rotates within a certain angle range, but not The full rotation will cause the lubrication range to always be fixed within the rotation range of the flexspline 9, so that parts of the meshing teeth of the flexspline 9 and the rigid wheel 8 are prone to poor lubrication.
  • the engine cylinder 7 is also provided with an oil hole 19 that penetrates the engine cylinder 7.
  • the oil hole 19 penetrates to the inside of the rigid wheel 8 connected to the engine block 7 so as to be able to drench between the rigid wheel and the flexible wheel 9 at the cylinder head, tensioner or other mechanism inside the timing cover 18 Circulate lubricating oil to ensure the lubrication effect between the flexible wheel 9 and the rigid wheel 8.
  • a lubricating oil filter structure can also be provided in the above-mentioned oiling hole 19, and the structure may be assembled to the oiling hole, for example.
  • the filter in 19 is fine.
  • its axial direction is preferentially perpendicular to the horizontal direction of the engine.
  • the shape of the wave generator 10 is an elliptical structure, it is not allowed to bear radial force during the movement, and the flexspline 9 is a thin-walled piece.
  • the flexspline 9 The shape changes with the rotation of the wave generator 10.
  • the shape of the flexspline 9 is directly determined by the wave generator 10 during the meshing process of the meshing teeth on the flexspline 9 with the rigid wheel 8. If the axial movement of the wave generator 10 is too large, it will affect the mesh length between the flexible wheel 9 and the rigid wheel 8, and directly affect the force of the teeth. The amount of axial movement must be limited within the allowable range.
  • one side of the wave generator 10 is rotatably mounted on the extension end 504 of the eccentric shaft 5 by the first bearing 14.
  • a clearance fit is adopted between the first bearing 14 and the extension end 504, and an interference fit is adopted between the first bearing 14 and the extension end 504.
  • the end of the extension end 504 of the eccentric shaft 5 is provided with an oil plug 24.
  • the limiting member responds to the shoulder structure on the extension end 504 to realize the restraint and limitation of the inner ring of the first bearing 14 on the extension end 504, that is, the eccentric shaft 5. Therefore, through the stable connection between the inner and outer rings of the first bearing 14 and the eccentric shaft 5 and the wave generator 10, the reliable arrangement of the wave generator 10 can be realized, so as to limit the axial movement of the wave generator 10.
  • the first bearings 14 are also preferably two arranged side by side, so that through the two rows of the first bearings 14, one-point support can be changed into two-point support in the axial direction, making the support more reliable.
  • the limit of the inner ring of the first bearing 14 and the filter screen 15 is realized at the same time.
  • a special plug structure with an oil hole 25 can be embedded in the recess at the end of the extension end 504 to compress the filter screen 15.
  • the limiter used for the inner ring limit of the first bearing 14 can be screwed or interference press fitted on the outer circumference of the extension end 504, and is also blocked on the inner ring side of the first bearing 14 structure.
  • the above-mentioned arrangement of the wave generator 10 is adopted. Only the extension end 504 is provided at the end of the eccentric shaft 5, and the extension end 504 is configured to support the support end of the wave generator 10.
  • This direct support form Compared with assembling the support structure on the eccentric shaft 5 and then performing the indirect support form of the wave generator 10, the first-level assembly error can be reduced, and the extension end 504 and the outer circle of the main journal of the eccentric shaft 5 are processed in the same process. It can effectively ensure the coaxiality of the wave generator 10 during the assembly process, thereby improving its transmission accuracy and reliability.
  • the end of the eccentric shaft 5 with the extended end 504 is also formed with a radially outwardly convex flange portion 503, which is similar to
  • the flange plate fixed on the eccentric shaft 5 is like the flange part 503, and the extension end 504 is also fixedly connected to the flange part 503 to form an integral structure with the other parts of the eccentric shaft 5.
  • the flange portion 503 is provided with a number of connecting holes 505 arranged annularly.
  • the connecting holes 505 may generally be threaded holes, and the flexspline 9 can be fastened to the flange portion 503 by bolts.
  • this embodiment is a preferred implementation form.
  • a flexspline washer 16 located in the flexspline 9 can be provided, and the flexspline 9 is fixedly connected to the eccentric shaft 5 by passing through the flexspline washer 16 and the connecting piece of the flexspline 9
  • the connecting piece is generally the above-mentioned bolt.
  • the dimensions of the two opposite ends of the flexspline shim are also different, so that the outer peripheral surface of the flexspline shim 16 is similar to a cone, and When in use, the end surface of the flexspline washer 16 with a smaller cross-section is attached to the flexspline 9, so as to facilitate the arrangement of the flexspline washer 16 in the flexspline 9.
  • a third bearing 17 is also provided at the end connecting the eccentric shaft 5 and the flexspline 9 to pass the third bearing 17 makes the eccentric shaft 5 rotatably installed in the rigid wheel 8.
  • the radial support of the eccentric shaft 5 via the third bearing 17 can limit the radial beating generated when the cylinder transmitted by the multi-link mechanism borne by the eccentric shaft 5 explodes, so as to prevent the flexspline 9 from being caused by the eccentric shaft 5. Drive and appear big radial runout.
  • the third bearing 17 in addition to installing the third bearing 17 in the rigid wheel 8, of course, it is adapted to the size design of the rigid wheel 8 of the harmonic reducer unit.
  • the third bearing 17 can also be installed in the engine block 7 middle.
  • a timing cover 18 covering the harmonic reducer unit is fixedly connected to the engine cylinder 7, and at this time, the motor unit is the horizontal
  • the timing cover 18 is penetrated to be fixedly connected to the rigid wheel 8, and a sealing ring 21 is also sandwiched between the housing 11 of the motor unit and the timing cover 18.
  • a groove is provided on the outer peripheral wall of the housing 11 of the motor unit, and the above-mentioned sealing ring 21 can be installed in the groove, and in order to improve the sealing effect, the sealing ring 21 may preferably be two arranged side by side. indivual.
  • the motor unit is connected to the rigid wheel 8 through the timing cover 18, and a sealing ring is arranged between the casing 11 and the timing cover 18 to form a sealing structure.
  • the sealing structure can tighten the rigid wheel 8
  • the joint surface of the fixing bolt, the rigid wheel 8 and the housing 11 is sealed in the timing cover 18.
  • the timing cover 18, the engine block 7 and the oil pan inside can form a closed space.
  • the motor unit middle shell The end cover part of the body 11 and the entire harmonic reducer unit are arranged in a closed space, so that the joint surface of the motor unit and the harmonic reducer unit and the fastening bolts of the harmonic reducer unit can be sealed in the engine block 7 Internally, these parts can reduce or even no sealing requirements, and can effectively reduce the number of sealing tapes, simplify assembly, and reduce costs.
  • the lubricating oil flows directly into the oil pan after passing through the mounting holes on the rigid wheel 8 during the lubrication process, and the lubricant in the unit cavity of the harmonic reducer will also leak into the oil through the joint surface of the housing 11 and the rigid wheel 8 There is no leakage in the bottom shell to complete the lubricating oil circulation.
  • the specific assembly method specifically includes the following steps.
  • the third bearing 17 is interference-fitted in the stepped hole on the rigid wheel 8, and then the end of the eccentric shaft 5 with the extended end 504 is passed through the inner ring of the third bearing 17 and rotatably mounted on the rigid wheel.
  • the end face of the flange part 503 is attached, and then the flange part 503 on the eccentric shaft 5 is fixedly connected with the flange part 503 on the eccentric shaft 5 through the flexspline gasket 16 and bolts.
  • the first bearing 14 is press-fitted in the wave generator 10, and as shown in FIG. 13, the wave generator 10 with the first bearing 14 is installed in the flexspline located in the rigid wheel 8. 9, thus the wave generator 10 is rotatably mounted on the extension end 504 of the eccentric shaft 5 through the first bearing 14, and the wave generator 10 and the flexspline 9 are driven to cooperate.
  • the tool 26 can be used to rotate the wave generator 10 into the flexspline 9 at a certain rotation speed to facilitate the pressing of the wave generator 10.
  • the motor unit after the motor unit is inserted into the timing cover 18, it is also necessary to rotate the motor unit to adjust its angle, so that the axis of the motor unit is directly below the axis of the harmonic reducer unit, and the terminal 23 is inserted on the motor unit.
  • the opening of the engine is horizontally directed to the intake side relative to the engine block.
  • the meshing part of the gear 13 on the motor unit and the ring gear 1001 in the wave generator 10 is located at the lowest position vertically below, and is on the flow path of the lubricating oil, while the opening of the plug-in terminal 23 faces the entrance
  • the air side can also be easily plugged and unplugged.
  • this embodiment may also preferably be arranged between the engine block 7 and the small reducer cover 27 to predetermine the installation of the small reducer cover 27.
  • the positioning portion may include, for example, positioning pin holes 701 respectively provided on the engine block 7 and the small cover 27 of the reducer, and positioning pins 28 whose two ends are inserted into the two positioning pin holes 701, or the positioning
  • the part can also adopt other existing conventional pre-positioning structures.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

一种可变压缩比驱动结构及其装配方法，该结构驱使可变压缩比机构中的偏心轴（5）转动，并包括固设于发动机缸体（7）上的谐波减速器单元，以及固设于谐波减速器单元中的刚轮（8）上的电机单元，该装配方法包括先进行刚轮（8）和偏心轴（5）的安装，再进行柔轮（9）、波发生器（10）等的安装，再将其装入发动机缸体（7）内，然后再进行正时罩盖（18）和电机单元的安装，且随电机单元的安装也完成电机单元和正时罩盖（18）之间的密封。该装配方法可实现可变压缩比驱动结构的装配，且其装配较为简单，且能够提高装配精度，而有利于驱动结构的可靠设置。还涉及一种发动机和一种车辆。

Description

可变压缩比驱动结构及其装配方法、发动机及车辆
相关申请的交叉引用
本申请要求2020年02月24日提交的中国专利申请202010113513.9的权益，该申请的内容通过引用被合并于本文。
技术领域
本申请涉及发动机技术领域，特别涉及一种可变压缩比驱动结构的装配方法。
背景技术
为降低发动机排量，提高燃油燃烧效率及燃油经济性，可变压缩比技术应运而生，随着可变压缩比技术的不断发展，压缩比调节形式也越来越多样化。其中，采用偏心轴与多连杆机构配合，以在驱使偏心轴转动时经由多连杆机构的传动，进而实现发动机活塞上止点变化的多连杆式可变压缩比机构已成为众多车企研发的重点。
在现在的多连杆式可变压缩比机构中，电机与谐波减速器的配合结构作为驱动源，以驱动偏心轴转动是采用较多的一种驱动形式。目前，现有结构中电机和谐波减速器之间的传动方式多为皮带传动，或是将电机布置在发动机缸体的侧面，并与谐波减速器传动连接。现有的结构形式导致发动机整体宽度较大，不利于整车搭载，且在电机侧置结构中，缸体加工时也需留出电机安装空间或加工出电机安装支架，也使得缸体结构较为复杂，加工难度较高。此外，目前的可变压缩比机构中，其驱动结构也存在装配较为复杂，装配精度难以保证的问题。
发明内容
有鉴于此，本申请旨在提出一种可变压缩比驱动结构的装配方法，以可使装配较为简单，且能够提高装配精度。
为达到上述目的，本申请的技术方案是这样实现的：
一种可变压缩比驱动结构的装配方法，所述可变压缩比驱动结构以驱使可变压缩比机构中的偏心轴转动，并包括固设于发动机缸体上的谐波减速器单元，以及固设于所述谐波减速器单元中的刚轮上的电机单元，所述谐波减速器单元中的柔轮与所述偏心轴的一端传动连接，所述电机单元的转轴一端外伸并与所述谐波减速器中的波发生器传动连接，所述偏心轴与所述柔轮相连的一端具有向所述转轴一侧延伸的延伸端，且所述装配方法包括如下的步骤：
a.将所述偏心轴具有所述延伸端的一端由第三轴承转动安装于所述刚轮中；
b.将所述柔轮装入所述刚轮中，以与所述刚轮间传动配合，并使所述柔轮套设于所述延伸端上而与所述偏心轴固连在一起；
c.将第一轴承过盈压装于所述波发生器中，由所述第一轴承将所述波发生器转动安装于所述延伸端上，且所述第一轴承与所述延伸端之间间隙配合，并使得所述波发生器压入所述柔轮中而与所述柔轮传动配合；
d.在所述延伸端的端部安装限位件，以通过所述限位件将所述第一轴承的内圈限位约束在所述延伸端上；
e.将连接后的所述刚轮、所述偏心轴及所述柔轮、所述波发生器装入所述发 动机缸体中，且将所述刚轮预固定于所述发动机缸体上；
f.在所述发动机缸体上安装减速器小盖，以将所述刚轮夹置在所述减速器小盖和所述发动机缸体之间，并紧固所述刚轮及所述减速器小盖与所述发动机缸体之间的连接；
g.在所述发动机缸体上安装正时罩盖，以将所述谐波减速器单元包罩于所述发动机缸体内，再将所述电机单元穿经所述正时罩盖固定于所述刚轮上，以使所述电机单元的外伸端和所述波发生器传动连接，且随所述电机单元于所述正时罩盖中的穿设而完成所述壳体和所述正时罩盖之间的密封。
进一步的，于所述偏心轴内构造有与所述发动机缸体内的润滑油路连通的油道，所述油道轴向贯穿至所述偏心轴的延伸端的端部。
进一步的，于所述延伸端的端部构造有与所述油道贯通的凹口，所述限位件为一端固连于所述凹口内的油堵，且所述油堵的另一端因自身的径向外伸而挡置在所述第一轴承的一侧，并于所述油堵内设有贯穿自身并和所述油道连通的油孔。
进一步的，在位于所述延伸端端部的所述油道中设有润滑油过滤组件，所述润滑油过滤组件包括设于所述凹口内的滤网，且所述滤网由所述油堵压紧在所述凹口内，并在所述步骤d中还包括将所述滤网安装于所述油道中。
进一步的，沿所述发动机缸体的高度方向，所述电机单元的转动轴线偏置于所述谐波减速器单元转动轴线的下方。
进一步的，于所述波发生器内构造有内齿圈，所述转轴的与所述波发生器传动连接的一端连接有齿轮，所述齿轮位于所述波发生器内，且所述齿轮与所述内齿圈的部分齿相咬合而构成两者间的啮合相连。
进一步的，所述油道于所述延伸端端部的开口与所述齿轮相对布置，且所述开口于所述齿轮上的投影位于所述齿轮的齿根圆内部。
进一步的，于所述发动机缸体上设有贯穿所述发动机缸体的上油孔，且所述上油孔贯穿至与所述发动机缸体相连的所述刚轮的内部，以向所述刚轮和所述柔轮之间下淋润滑油。
进一步的，相对于所述柔轮的与所述偏心轴相接的一侧，在所述柔轮的另一侧设有置于所述柔轮内的柔轮垫片，所述柔轮经穿设所述柔轮垫片及所述柔轮的连接件和所述偏心轴固连。
进一步的，于所述发动机缸体和所述减速器小盖之间设有以对所述减速器小盖的安装进行预定位的定位部，且于所述壳体外周上设有密封圈以进行所述壳体和所述正时罩盖之间的密封。
进一步的，所述定位部包括分别于所述发动机缸体和所述减速器小盖上设置的定位销孔，以及两端分别插设于两个所述定位销孔中的定位销。
本申请还提供一种可变压缩比驱动结构，所述可变压缩比驱动结构以驱使可变压缩比机构中的偏心轴转动，并包括固设于发动机缸体上的谐波减速器单元，以及固设于所述谐波减速器单元中的刚轮上的电机单元，所述谐波减速器单元中的柔轮与所述偏心轴的一端传动连接，所述电机单元的转轴一端外伸并与所述谐波减速器中的波发生器传动连接，所述偏心轴与所述柔轮相连的一端具有向所述转轴一侧延伸的延伸端，所述延伸端的端部安装有限位件，以实现对所述波发生器的支撑，限制其轴向窜动。
本申请还提供一种发动机，所述发动机包括本申请的可变压缩比驱动结构。
本申请还提供一种车辆，所述车辆包括本申请的发动机。
相对于现有技术，本申请具有以下优势：
本申请的装配方法基于可变压缩比驱动结构的构成，并通过对驱动结构中各部件装配次序的安排，利用先连接偏心轴与刚轮，再组装柔轮，然后进行波发生器的安装，再将偏心轴及减速器单元的组合装配于发动机缸体中，并再进行正时罩盖的安装以及电机单元的穿设装配，且随穿设一并实现电机和正时罩盖间的密封，其使得整体装配过程较为简单，且通过各部件间的配合也能够提高装配精度，从而有利于驱动结构在发动机中的可靠设置。
此外，本申请中通过偏心轴中油道的设置可保证对驱动结构的润滑效果，通过第三轴承的设置可减少偏心轴的径向跳动以保护柔轮，通过柔轮垫片的设置可避免柔轮被压溃损坏，且通过减速器小盖和发动机缸体间定位部的设置，能够利于减速器小盖的安装，通过使电机单元的轴线位于减速器单元轴线的正下方，则可对发动机中的减震皮带轮进行避让，以便于发动机整体设计。而采用密封圈进行电机单元和正时罩盖之间的密封，其结构简单，密封效果好，易于装配且成本低。
附图说明
构成本申请的一部分的附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例所述的可变压缩比机构的结构示意图；
图2为本申请实施例所述的可变压缩比驱动结构的示意图；
图3为图2所示的可变压缩比驱动结构在发动机缸体中装配后的示意图；
图4为图3的侧视图；
图5为本申请实施例所述的电机单元偏置布置的示意图；
图6为图3中A部分的局部放大图；
图7为本申请实施例所述的偏心轴的部分示意图；
图8为本申请实施例所述的油堵的结构示意图；
图9为本申请实施例所述的电机单元与正时罩盖的密封示意图；
图10为本申请实施例所述的偏心轴与刚轮的装配示意图；
图11为本申请实施例所述的柔轮的装配示意图；
图12为本申请所述的第一轴承于波发生器中预装配的示意图；
图13为本申请所述的波发生器的装配示意图；
图14为本申请所述的滤网和油堵的装配示意图；
图15为本申请实施例所述的偏心轴和谐波减速器单元于发动机缸体中的装配示意图；
图16为本申请实施例所述的正时罩盖的装配示意图；
附图标记说明：
1-活塞，2-曲轴，3-调节连杆，4-执行连杆，5-偏心轴，6-驱动连杆，7-发动机缸体，8-刚轮，9-柔轮，10-波发生器，11-壳体，12-转轴，13-齿轮，14-第一轴承，15-滤网，16-柔轮垫片，17-第三轴承，18-正时罩盖，19-上油孔，20-油封，21-密封圈，22-减震皮带轮，23-插接端子，24-油堵，25-油孔，26-工装，27-减速器小盖，28-定位销；
501-偏心轮，502-油道，503-法兰部，504-延伸端，505-连接孔，701-定位销孔，1001-内齿圈。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
下面将参考附图并结合实施例来详细说明本申请。
本实施例涉及一种可变压缩比驱动结构的装配方法，其中，该可变压缩比驱动结构一般作为可变压缩比机构中的一部分，用以驱使所述可变压缩比机构中的偏心轴转动，进而实现对发动机压缩比的调整。
详细来说，对于以上可变压缩比机构，其具体为多连杆式可变压缩比机构，且该机构的一种示例性结构可如图1中所示，此时所述可变压缩比机构具体包括设于发动机缸体中的活塞1，转动于发动机缸体7上的曲轴总成和偏心轴总成，以及转动套装于曲轴总成中的曲轴2上的调节连杆3，铰接于活塞1与调节连杆3的一端间的执行连杆4，和铰接于偏心轴总成中的偏心轴5与调节连杆3的另一端之间的驱动连杆6，且一般的，驱动连杆6具体为与偏心轴5上的偏心轮501铰接。
本实施例的可变压缩比驱动结构同样设置于发动机缸体7中，且其即用于驱使上述的偏心轴5转动。此时，在发动机运行过程中，基于发动机ECU的控制，偏心轴5由驱动结构驱使旋转，进而可由偏心轴5上的偏心轮501带动驱动连杆6摆动，驱动连杆6摆动使得自身的摆动支撑位置发生变化，并由此通过调节连杆3及执行连杆4的传导，也使得活塞1的上止点位置变高或变低，如此便可实现对发动机压缩比的调节。
当然，除了应用于图1中所示出的可变压缩比机构，本实施例的可变压缩比驱动结构亦可用于其它采用偏心轴结构的可变压缩比机构中，本实施例并不对其进行限制，只要该可变压缩比机构可应用本实施例的驱动结构，并能够获得预期的效果即可。
本实施例中，如图2至图4中所示的，所述的可变压缩比驱动结构整体构成上包括固设于发动机缸体7上的谐波减速器单元(X部分)，以及固设于该谐波减速器单元中的刚轮8上的电机单元(D部分)。其中，谐波减速器单元如同现有的谐波减速器结构那样，其仍由刚轮8、柔轮9以及波发生器10构成，且该谐波减速器单元的工作原理也与现有的谐波减速器结构一致。而本实施例的电机单元一般可采用步进电机，以具有更好的转动量控制精度。
通过使得电机单元直接固定于谐波减速器单元上，本实施例可有效减小整体驱动结构的尺寸，使其结构紧凑，而利于在发动机中的布置。而且本实施例的驱动结构，如后文中将详述的，其中的波发生器10的一侧由第一轴承14转动安装于偏心轴5的延伸端504上，并通过第一轴承14的外圈和波发生器10之间的过盈装配，以及延伸端504端部的限位第一轴承14内圈的限位件的设置，实现对波发生器10的可靠支撑，限制其轴向窜动。
本实施例的谐波减速器单元中，刚轮8固定于发动机缸体7上，柔轮9与偏心轴5的一端传动连接，电机单元的转轴12一端外伸并与波发生器10传动连接，并且本实施例中电机单元的转动轴线也偏置于谐波减速器单元转动轴线的一侧，而使得电机单元为相对于谐波减速器单元偏心布置。此外，本实施例中偏心轴5与柔轮9相连的一端也具有向转轴12一侧延伸的延伸端504，该延伸端504具体可参见下文将述及的图7，在延伸端504上构造有轴肩结构以进行下文中第一轴承14的装设，且所述轴肩即用于第一轴承14一侧的限位。而本实施例于偏心轴5内亦构造有与发动机缸体7内的润滑油路连通的油道502，且所述油道502轴向贯穿至偏心轴5的延伸端504的端部。
此时，在偏心轴5的延伸端504的端部构造有与油道502贯通的凹口，且作为一种示例性结构形式，本实施例的限位件具体即为一端固连于该凹口内的油堵24，该油堵24的另一端因自身的径向外伸而挡置在第一轴承14内圈的一侧，且于油堵24内也设置有贯穿其自身并和油道502连通的油孔25。
而作为其中一种优选的实施形式，本实施例针对于上述的电机单元相对于谐波减速器单元偏置布置，其可为沿发动机缸体7的高度方向，使得电机单元的转动轴线偏置于谐波减速器单元转动轴线的下方，且特别的，优先可如图4所示的，使电机单元的转动轴线n位于谐波减速器转动轴线m的正下方。此时，参考于图5所示的，电机转动轴线与其上方的谐波减速器单元转动轴线间也即具有了距离差h。
由于在发动机整体结构中，谐波减速器单元的上方一般为减震皮带轮22，而发动机减震皮带轮22为柔性零件，设计要求中需允许轮系皮带在运行过程中产生一定幅度的跳动。因而通过将电机单元偏置于下方，其可为减震皮带轮22及其上的皮带运行时的跳动提供避让空间，以此能够避免对发动机轮系的正常运行造成影响，且通过将电机单元的转动轴线设置于谐波减速器单元转动轴线的正下方，此时避让效果最佳。
本实施例中，谐波减速器单元中的刚轮8具体为通过螺栓固定于发动机缸体7上，与此同时，电机单元中的壳体11也通过螺栓固定于刚轮8上。此时，在刚轮8和电机单元的壳体11也便分别设置有用于螺栓穿设的安装孔，并且仍图5所示的，双点划线圆e即为壳体11上各安装孔间的连线，而双点划线圆f也即刚轮8上各安装孔间的连线。由于电机单元的偏心布置，双点划线圆e便与双点划线圆f发生交叉，而不是呈嵌套状，此外，壳体11的对应于刚轮8上各安装孔的位置也分别形成有缺口，以避让刚轮8的安装孔，且这些缺口愈靠近两个双点划线圆的交叉处尺寸愈大。
仍如图2、图3并结合图5所示，本实施例对于电机单元的转轴12和波发生器10之间的传动连接，其具体为于波发生器10内构造有内齿圈1001，并在转轴12的与波发生器10传动连接的一端连接有齿轮13，齿轮13位于波发生器10内，并且该齿轮13也与内齿圈1001的部分齿相咬合，而构成两者之间的啮合相连。此时，匹配于电机单元的偏心布置，内齿圈1001中与齿轮13啮合的齿也即为其最底部的那部分。
本实施例中通过前述的偏心轴5内油道502的设置，如此即能够向齿轮13与内齿圈1001之间，以及谐波减速器单元内的波发生器10、柔轮9和其它部件间提供润滑油，以实现对各部件的有效润滑。此时，由于偏心轴5的延伸端504正对于电机单元布置，而润滑油中难免会细小金属杂质，因此为避免从油道502喷射出的润滑油进入电机单元内部，使得金属杂质连接电机电路板上的焊点，造成电机短路，本实施例也特别使得油道502于延伸端504端部的开口与齿轮13相对布置，并且所述开口于齿轮13上的投影也位于齿轮13的齿根圆内部。
经由油道502开口和齿轮13之间的相对位置布置，以及油道502开口的投影位于齿轮13齿根圆内，从图2或图3来看，其也即齿轮13成为高于油道502的开口设置，由此从油道502开口喷射出的润滑油便会被齿轮13挡下，并沿齿轮13下流，进而能够起到保护电机的作用，且此时由于齿轮13为与内齿圈1001内底部的齿啮合，两者间的啮合面也正好处于润滑油的流动路径上，从而亦能够获得充分润滑，避免因润滑不足造成干磨或高温损坏等问题。当然，为了进一步保障润滑油不会进入电机内部，本实施例还可如图2或图3中那样，在电机单元 的转轴12与壳体11之间设置油封20，该油封20直接采用市购部件便可。
在发动机实际制造过程中，有时难以避免的会出现在润滑油中掺杂有较大的金属杂质，本实施例为避免这些杂质从油道502进入齿轮13和内齿圈1001的结合处，以及谐波减速器单元内的其它部位，作为一种优选的实施方式，在位于延伸端504端部的油道502中也设置有对润滑油进行过滤的润滑油过滤组件。
此时，作为所述润滑油过滤组件设置的示例性结构，如图6所示的，以上润滑油过滤组件即具体包括设置于凹口内的滤网15，且该滤网也由油堵24压紧在所述凹口内。其中，本实施例的油堵24优选的可为一端螺接于凹口内，且通过油堵24另一端的径向外伸而对第一轴承14内圈一侧的挡置限位，以此配合于另一侧延伸端504上的轴肩结构，便可实现对第一轴承14内圈的限位约束。
本实施例中需要说明的是，油堵24径向外伸的一端的外径一般等于或略大、略小于第一轴承14内圈的外径便可，并且当然其肯定要小于第一轴承14外圈的内径。而除了使得油堵24螺接于延伸端504端部的凹口内，当然亦可通过过盈压装的方式进行油堵24在凹口内的装配。而且针对于油堵24的进行第一轴承14内圈挡置的那一端，其除了如图8中所示的因整个圆周径向外伸而为圆盘状，当前使得油堵24的该端仅具有一个或周向间隔布置的几个径向外伸的挡块结构，以通过所述挡块结构进行第一轴承14内圈的挡置也是可行的。
此外，由于在使用中齿轮13和内齿圈1001之间，以及谐波减速器单元内的柔轮9、波发生器10和其它相关部件所需的润滑油量较小，因而油堵25上的油孔25的直径可设计的较小，以此可对润滑油限流而保证偏心轴5内的油压。此外，对于本实施例所述油堵24，其采用较为简单的柱体钢块制成便可，且在油堵24一端的中部设置内六角孔以便于旋拧操作，该内六角孔和油堵24内的油孔25贯通，而实质上构成了油孔25的一部分，不过由于所述内六角孔的内径大于油孔25，实际使用中由油孔25喷出的润滑油也仅仅是流经内六角孔。
通过偏心轴5内的油道502，以及和油道502开口正对的齿轮13的设置，本实施例从偏心轴5处过来的润滑油先进入齿轮13和内齿圈1001的结合处，然后再通过波发生器10进入柔轮9和刚轮8的啮合处，最后会通过后端的下文将提及的第三轴承17流入发动机的油底壳。上述润滑路径可满足齿轮13、内齿圈1001，以及波发生器10、柔轮9和刚轮7、第三轴承17的润滑需求。
不过由图2或图3可以看出，以上所述的润滑路径主要在油道502所处水平面以下的位置，并且由于柔轮9带动偏心轴5一般仅在一定角度范围内转动，而并不是整圈转动，这就会造成润滑范围始终固定在柔轮9转动范围内，使得柔轮9和刚轮8的啮合齿中有部分易出现润滑不良的情况。为避免这种润滑不良的情形发生，作为一种优选实施形式，本实施例除了油道502的供油，在发动机缸体7上也设有贯穿发动机缸体7的上油孔19，该上油孔19贯穿至与发动机缸体7相连的刚轮8的内部，以能够向刚轮和8柔轮9之间下淋正时罩盖18内部的缸盖、张紧器或其它机构处的循环润滑油，而保证柔轮9和刚轮8之间的润滑效果。
为避免润滑油中难以避免的较大金属杂质进入柔轮9和刚轮8的啮合处，同样的在上述上油孔19中也可设置润滑油过滤结构，且该结构例如采用装配至上油孔19中的滤网即可。此外，上油孔19在设置时，其轴向优先与发动机水平方向垂直，当然除了垂直，与发动机水平面间成一定角度也是可以的。
本实施例中，由于波发生器10外形为椭圆结构，运动过程中不允许承受径向力，并且柔轮9为薄壁件，在波发生器10装入柔轮9中时，柔轮9外形跟随 波发生器10转动而变化，柔轮9上的啮合齿在与刚轮8啮合过程中，柔轮9的外形直接由波发生器10决定。若波发生器10轴向窜动量过大，便会影响柔轮9和刚轮8之间的啮合长度，直接影响齿的受力，严重时甚至会造成崩齿现象，所以波发生器10的轴向窜动量需限制在允许的范围内。
基于上述，因而本实施例在波发生器10的安装上，正如前文所述的，波发生器10的一侧由第一轴承14转动安装于偏心轴5的延伸端504上，与此同时，第一轴承14与延伸端504之间采用间隙配合，而与波发生器10之间则采用过盈配合。而且与第一轴承14的外圈和波发生器10过盈配合相匹配的，本实施例也仍如上文所描述的，在偏心轴5的延伸端504的端部设置由油堵24构成的限位件，以和延伸端504上的轴肩结构相呼应，而实现对第一轴承14的内圈在延伸端504也即偏心轴5上的约束限位。由此，通过第一轴承14内外圈分别和偏心轴5及波发生器10之间的稳固连接，便能够实现波发生器10的可靠布置，以可限制波发生器10的轴向窜动量。
本实施例中，第一轴承14优选也为并排布置的两个，以此通过两排第一轴承14可在轴向上将一点支撑变为两点支撑，而使支撑更为牢靠。当然，还需要注意的是，本实施例中除了使得油堵24一物两用，而同时实现第一轴承14内圈及滤网15的限位。作为可行的其它实施形式，可在延伸端504端部的凹口中内嵌专门的具有油孔25的堵头结构，以用于滤网15的压紧。而用于第一轴承14内圈限位的限位件则可采用螺接或过盈压装在延伸端504的外周上，并同样挡置在第一轴承14内圈一侧的挡环类结构。
本实施例中采用上述波发生器10的布置方式，其仅在偏心轴5的端部设置延伸端504，且所述延伸端504构成以支撑波发生器10的支撑端，这种直接支撑形式相较于在偏心轴5上装配支撑结构，然后再进行波发生器10装配的间接支撑形式，能够减少一级装配误差，且延伸端504与偏心轴5的主轴颈外圆同一工序加工，也可有效保证波发生器10装配过程中的同轴度，进而提高其传动精度及可靠性。
本实施例中对于柔轮9和偏心轴5之间的连接，如图7所示的，在偏心轴5具有延伸端504的一端也形成有径向外凸的法兰部503，其如同于固连在偏心轴5上的法兰盘那样，故而得名法兰部503，而延伸端504也便固连在所述法兰部503上而与偏心轴5其它部分成一体结构。
在法兰部503上即设置有环形布置的若干连接孔505，该连接孔505一般例如可为螺纹孔，而柔轮9则具体可通过螺栓紧固至法兰部503上。此时，由于柔轮9为薄壁件，为避免因螺栓的旋紧而损坏柔轮9，本实施例作为优选的实施形式，相对于柔轮9的与偏心轴5相接的一侧，在柔轮9的另一侧可设置位于柔轮9内的柔轮垫片16，柔轮9经穿设该柔轮垫片16及柔轮9的连接件和偏心轴5固连，且此处的连接件一般也即上述的螺栓。
同时，针对于上述柔轮垫片16，作为本实施例采用的一种示例性结构，其两相对端的端面尺寸也是不同的，而使得柔轮垫片16的外周面类似于锥状，且在使用时柔轮垫片16截面较小的端面与柔轮9贴合，以此可便于柔轮垫片16在柔轮9内的设置。需要注意的是，除了采用螺栓，当然本实施例将螺栓替换为铆钉，或者直接将柔轮9焊接至法兰部503上也都是可以的，并且在采用焊接方式时，可省去柔轮垫片16。
本实施例中，进一步从防止柔轮9径向变形过大，以保护柔轮的角度出发，在偏心轴5与柔轮9相连的一端也设置有第三轴承17，以通过该第三轴承17使 得偏心轴5转动安装于刚轮8中。此时，经由第三轴承17对偏心轴5的径向支撑，便能够限制偏心轴5所承受的多连杆机构传递的气缸爆发时产生的径向跳动，而避免柔轮9因偏心轴5带动而出现大的径向跳动。
需要说明的是，除了将第三轴承17安装于刚轮8中，当然适应于谐波减速器单元的刚轮8的尺寸设计，本实施例也可将第三轴承17安装于发动机缸体7中。
另外，仍由图2并结合于图9所示的，本实施例在发动机缸体7上固连有包罩于谐波减速器单元外的正时罩盖18，且此时电机单元即横穿该正时罩盖18而固连于刚轮8上，并且在电机单元的壳体11和正时罩盖18之间也夹置有密封圈21。此时，在电机单元的壳体11的外周壁上设置有凹槽，上述密封圈21即可安装于所述凹槽内，且为提高密封效果，密封圈21优选的可为并排布置的两个。
本实施例通过使电机单元穿过正时罩盖18连接至刚轮8上，且在壳体11和正时罩盖18间设置密封圈而构成密封结构，该密封结构可将刚轮8的紧固螺栓、刚轮8与壳体11的接合面密封在正时罩盖18内。由此，正时罩盖18、发动机缸体7及其内的油底壳能够形成密闭空间，因与润滑油接触的接合面及螺栓孔均会有渗油风险，故通过将电机单元中壳体11的端盖部分与整个谐波减速器单元布置在密闭空间内，便可使电机单元与谐波减速器单元的接合面，以及谐波减速器单元的紧固螺栓密封在发动机缸体7内部，如此这些部分可降低甚至无密封要求，而能够有效减少密封带数量，简化装配，以及降低成本。
其中，润滑油在润滑过程中通过刚轮8上的安装孔后直接流入油底壳，谐波减速器单元腔内的润滑油也会通过壳体11与刚轮8的接合面渗漏到油底壳中，以此完成润滑油循环并无泄露。
本实施例中，基于以上所介绍的驱动结构的构成，其具体的装配方法则具体包括如下的步骤。
首先，如图10所示将第三轴承17过盈压装在刚轮8上的台阶孔中，再将偏心轴5具有延伸端504的一端穿过第三轴承17内圈而转动安装于刚轮8中。接着如图11所示的将柔轮9装入刚轮8中，使得柔轮9与刚轮8间传动配合，并使柔轮9套设于延伸端504上而与偏心轴5上的法兰部503端面贴合，接着通过柔轮垫片16且利用螺栓与偏心轴5上的法兰部503固连在一起。
然后，如图12所示在波发生器10中压装第一轴承14，再如图13所示的，将安装有第一轴承14的波发生器10装入位于刚轮8内的柔轮9中，由此将波发生器10通过第一轴承14转动安装于偏心轴5的延伸端504上，并使得波发生器10与柔轮9传动配合。此时需要说明的是，在将波发生器10压入柔轮9中时，可采用工装26以一定转动速度使得波发生器10旋入柔轮9内，以便于波发生器10的压入。
接着，如图14中所示将滤网15装入延伸端504端部的凹口内，再将油堵24螺接固定于凹口中，以固定滤网15并同时将第一轴承14限位在延伸端504上。当然若选择不设置润滑油过滤组件，可省去滤网15的安装，而在前述限位件采用其它形式时，则同样在此时将限位件安装于延伸端504的端部，以进行第一轴承14的内圈约束限位即可。
然后，将发动机缸体7翻转180°使其底面朝上，如图15所示将连接后的偏心轴5及谐波减速器单元装入发动机缸体7中，并且通过拧紧刚轮8的连接螺栓而将刚轮8预固定于发动机缸体7上。接着，在发动机缸体7上安装减速器小 盖27，以将刚轮8夹置在减速器小盖27和发动机缸体7之间，再紧固刚轮8及减速器小盖27与发动机缸体7之间的连接，使得刚轮8固定在发动机缸体7中。
接着，如图16所示在发动机缸体7上安装正时罩盖18，且先预紧正时罩盖18，以将谐波减速器单元包罩于发动机缸体7内，再将电机单元穿经正时罩盖18使壳体11连接于刚轮8上，并再紧固壳体11和正时罩盖18即可，且此时密封圈21随壳体11的穿入而密封在壳体11和正时罩盖18之间，电机单元中的接线端子23在正时罩盖18的外侧。
其中，在电机单元穿设于正时罩盖18中后，也需转动电机单元调整其角度，以使电机单元的轴线处于谐波减速器单元轴线的正下方，且电机单元上插接端子23的开口相对于发动机缸体水平指向进气侧。由此以使电机单元上的齿轮13与波发生器10内的内齿圈1001相啮合的部位位于竖直下方的最低位置，而处于润滑油的流动路径上，而插接端子23开口朝向进气侧也能便于接口插拔。
此外，为便于减速器小盖27在发动机缸体7中的安装，本实施例优选的也可于发动机缸体7和减速器小盖27之间设置以对减速器小盖27的安装进行预定位的定位部。该定位部例如可为包括分别于发动机缸体7和减速器小盖27上设置的定位销孔701，以及两端分别插设于两个定位销孔701中的定位销28，或者所述定位部亦可采用其它现有的常规预定位结构。
以上所述仅为本申请的较佳实施例而已，并不用以限制本申请，凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (16)

  1. 一种可变压缩比驱动结构的装配方法，其特征在于：所述可变压缩比驱动结构以驱使可变压缩比机构中的偏心轴(5)转动，并包括固设于发动机缸体(7)上的谐波减速器单元，以及固设于所述谐波减速器单元中的刚轮(8)上的电机单元，所述谐波减速器单元中的柔轮(9)与所述偏心轴(5)的一端传动连接，所述电机单元的转轴(12)一端外伸并与所述谐波减速器中的波发生器(10)传动连接，所述偏心轴(5)与所述柔轮(9)相连的一端具有向所述转轴(12)一侧延伸的延伸端(504)，且所述装配方法包括如下的步骤：
    a.将所述偏心轴(5)具有所述延伸端(504)的一端由第三轴承(17)转动安装于所述刚轮(8)中；
    b.将所述柔轮(9)装入所述刚轮(8)中，以与所述刚轮(8)间传动配合，并使所述柔轮(9)套设于所述延伸端(504)上而与所述偏心轴(5)固连在一起；
    c.将第一轴承(14)过盈压装于所述波发生器(10)中，由所述第一轴承(14)将所述波发生器(10)转动安装于所述延伸端(504)上，且所述第一轴承与所述延伸端(504)之间间隙配合，并使得所述波发生器(10)压入所述柔轮(9)中而与所述柔轮(9)传动配合；
    d.在所述延伸端(504)的端部安装限位件，以通过所述限位件将所述第一轴承(14)的内圈限位约束在所述延伸端(504)上；
    e.将连接后的所述刚轮(8)、所述偏心轴(5)及所述柔轮(9)、所述波发生器(10)装入所述发动机缸体(7)中，且将所述刚轮(8) 预固定于所述发动机缸体(7)上；
    f.在所述发动机缸体(7)上安装减速器小盖(27)，以将所述刚轮(8)夹置在所述减速器小盖(27)和所述发动机缸体(7)之间，并紧固所述刚轮(8)及所述减速器小盖(27)与所述发动机缸体(7)之间的连接；
    g.在所述发动机缸体(7)上安装正时罩盖(18)，以将所述谐波减速器单元包罩于所述发动机缸体(7)内，再将所述电机单元穿经所述正时罩盖(18)固定于所述刚轮(8)上，以使所述电机单元的外伸端和所述波发生器(10)传动连接，且随所述电机单元于所述正时罩盖(18)中的穿设而完成所述壳体(11)和所述正时罩盖(18)之间的密封。
  2. 根据权利要求1所述的可变压缩比驱动结构的装配方法，其特征在于：于所述偏心轴(5)内构造有与所述发动机缸体(7)内的润滑油路连通的油道(502)，所述油道(502)轴向贯穿至所述偏心轴(5)的延伸端(504)的端部。
  3. 根据权利要求2所述的可变压缩比驱动结构的装配方法，其特征在于：于所述延伸端(504)的端部构造有与所述油道(502)贯通的凹口，所述限位件为一端固连于所述凹口内的油堵(24)，且所述油堵(24)的另一端因自身的径向外伸而挡置在所述第一轴承(14)的一侧，并于所述油堵(24)内设有贯穿自身并和所述油道(502)连通的油孔(25)。
  4. 根据权利要求3所述的可变压缩比驱动结构的装配方法，其 特征在于：在所述延伸端(504)端部的所述油道(502)中设有润滑油过滤组件，所述润滑油过滤组件包括设于所述凹口内的滤网(15)，且所述滤网(15)由所述油堵(24)压紧在所述凹口内，并在所述步骤d中还包括将所述滤网(15)安装于所述油道中。
  5. 根据权利要求2所述的可变压缩比驱动结构的装配方法，其特征在于：沿所述发动机缸体(7)的高度方向，所述电机单元的转动轴线偏置于所述谐波减速器单元转动轴线的下方。
  6. 根据权利要求5所述的可变压缩比驱动结构的装配方法，其特征在于：于所述波发生器(10)内构造有内齿圈(1001)，所述转轴(12)的与所述波发生器(10)传动连接的一端连接有齿轮(13)，所述齿轮(13)位于所述波发生器(10)内，且所述齿轮(13)与所述内齿圈(1001)的部分齿相咬合而构成两者间的啮合相连。
  7. 根据权利要求6所述的可变压缩比驱动结构的装配方法，其特征在于：所述油道(502)于所述延伸端(504)端部的开口与所述齿轮(13)相对布置，且所述开口于所述齿轮(13)上的投影位于所述齿轮(13)的齿根圆内部。
  8. 根据权利要求2所述的可变压缩比驱动结构的装配方法，其特征在于：于所述发动机缸体(7)上设有贯穿所述发动机缸体(7)的上油孔(19)，且所述上油孔(19)贯穿至与所述发动机缸体(7)相连的所述刚轮(8)的内部，以向所述刚轮和(8)所述柔轮(9)之间下淋润滑油。
  9. 根据权利要求1所述的可变压缩比驱动结构的装配方法，其 特征在于：相对于所述柔轮(9)的与所述偏心轴(5)相接的一侧，在所述柔轮(9)的另一侧设有置于所述柔轮(9)内的柔轮垫片(16)，所述柔轮(9)经穿设所述柔轮垫片(16)及所述柔轮(9)的连接件和所述偏心轴(5)固连。
  10. 根据权利要求1至9中任一项所述的可变压缩比驱动结构的装配方法，其特征在于：于所述发动机缸体(7)和所述减速器小盖(27)之间设有以对所述减速器小盖(27)的安装进行预定位的定位部，且于所述壳体(11)外周上设有密封圈(21)以进行所述壳体(11)和所述正时罩盖(18)之间的密封。
  11. 一种可变压缩比驱动结构，其特征在于：所述可变压缩比驱动结构以驱使可变压缩比机构中的偏心轴(5)转动，并包括固设于发动机缸体(7)上的谐波减速器单元，以及固设于所述谐波减速器单元中的刚轮(8)上的电机单元，所述谐波减速器单元中的柔轮(9)与所述偏心轴(5)的一端传动连接，所述电机单元的转轴(12)一端外伸并与所述谐波减速器中的波发生器(10)传动连接，所述偏心轴(5)与所述柔轮(9)相连的一端具有向所述转轴(12)一侧延伸的延伸端(504)，所述延伸端(504)的端部安装有限位件，以实现对所述波发生器(10)的支撑，限制其轴向窜动。
  12. 根据权利要求11所述的可变压缩比驱动结构，其特征在于：
    于所述偏心轴(5)内构造有与所述发动机缸体(7)内的润滑油路连通的油道(502)，所述油道(502)轴向贯穿至所述偏心轴(5)的延伸端(504)的端部，于所述延伸端(504)的端部构造有与所述 油道(502)贯通的凹口，
    所述限位件为一端固连于所述凹口内的油堵(24)，且所述油堵(24)的另一端因自身的径向外伸而挡置在与所述波发生器(10)固定连接的第一轴承(14)的一侧，并于所述油堵(24)内设有贯穿自身并和所述油道(502)连通的油孔(25)。
  13. 根据权利要求12所述的可变压缩比驱动结构，其特征在于：在所述延伸端(504)端部的所述油道(502)中设有润滑油过滤组件，所述润滑油过滤组件包括设于所述凹口内的滤网(15)，且所述滤网(15)由所述油堵(24)压紧在所述凹口内。
  14. 根据权利要求12所述的可变压缩比驱动结构，其特征在于：所述油堵(24)一端的中部设置内六角孔，该内六角孔和所述油堵(24)内的油孔(25)贯通。
  15. 一种发动机，其特征在于，所述发动机包括权利要求11-14中任意一项所述的可变压缩比驱动结构。
  16. 一种车辆，其特征在于，所述车辆包括权利要求15所述的发动机。
PCT/CN2021/077715 2020-02-24 2021-02-24 可变压缩比驱动结构及其装配方法、发动机及车辆 Ceased WO2021170004A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010113513.9 2020-02-24
CN202010113513.9A CN112502829B (zh) 2020-02-24 2020-02-24 可变压缩比驱动结构的装配方法

Publications (1)

Publication Number Publication Date
WO2021170004A1 true WO2021170004A1 (zh) 2021-09-02

Family

ID=74953303

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/077715 Ceased WO2021170004A1 (zh) 2020-02-24 2021-02-24 可变压缩比驱动结构及其装配方法、发动机及车辆

Country Status (2)

Country Link
CN (1) CN112502829B (zh)
WO (1) WO2021170004A1 (zh)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113983141A (zh) * 2021-11-22 2022-01-28 无锡巨蟹智能驱动科技有限公司 一种搭载谐波减速器的紧凑型舵机
CN114789767A (zh) * 2022-03-15 2022-07-26 苏州绿的谐波传动科技股份有限公司 一种助力自行车驱动装置的组装方法
CN118199324A (zh) * 2024-05-17 2024-06-14 深圳市蓝蓝科技有限公司 一体式中空谐波四轴结构
WO2026081679A1 (zh) * 2024-10-18 2026-04-23 北京石头世纪科技股份有限公司 谐波减速器、机械臂和清洁设备

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010151088A (ja) * 2008-12-26 2010-07-08 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置
CN108779842A (zh) * 2016-03-18 2018-11-09 日立汽车系统株式会社 内燃机用连杆机构的促动器以及波动齿轮减速机
CA2987707C (en) * 2015-06-02 2019-02-19 Hitachi Automotive Systems, Ltd. Variable compression ratio mechanism for internal combustion engine
CN209340037U (zh) * 2018-09-30 2019-09-03 长城汽车股份有限公司 偏心轴总成及可变压缩比机构
CN209469705U (zh) * 2018-12-28 2019-10-08 长城汽车股份有限公司 组合式偏心轴及可变压缩比发动机
CN209557101U (zh) * 2018-12-28 2019-10-29 长城汽车股份有限公司 可变压缩比机构

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001227367A (ja) * 2000-02-16 2001-08-24 Nissan Motor Co Ltd レシプロ式内燃機関
JP2009108708A (ja) * 2007-10-26 2009-05-21 Nissan Motor Co Ltd マルチリンクエンジンのリンクジオメトリ
CN101560917A (zh) * 2009-04-21 2009-10-21 张志强 一种汽车发动机可变压缩比装置
CN101709675A (zh) * 2009-12-17 2010-05-19 哈尔滨工程大学 一种可调节压缩比内燃机的传动机构及调节方法
KR101163700B1 (ko) * 2010-08-23 2012-07-09 현대자동차주식회사 가변 압축비 장치
DE102011104531A1 (de) * 2011-06-18 2012-12-20 Audi Ag Brennkraftmaschine
DE102011108185B4 (de) * 2011-07-22 2019-08-22 Audi Ag Brennkraftmaschine mit einem Mehrgelenkskurbeltrieb sowie Verfahren zum Betreiben einer solchen Brennkraftmaschine
JP6934858B2 (ja) * 2015-08-03 2021-09-15 オバロ ゲーエムベーハー 特に膨張ストローク及び／又は圧縮比を調節する内燃機関の調節軸へ連結するためのアクチュエータ
DE102017107067A1 (de) * 2017-04-03 2017-06-29 FEV Europe GmbH Vorrichtung zum Ändern eines Verdichtungsverhältnis einer Verbrennungskraftmaschine
CN108104958B (zh) * 2017-12-15 2020-04-07 东风汽车集团有限公司 一种可变压缩比的发动机机构
CN209340036U (zh) * 2018-09-29 2019-09-03 长城汽车股份有限公司 偏心轴驱使传动结构及可变压缩比机构和可变压缩比发动机
AT521269B1 (de) * 2018-10-08 2019-12-15 Avl List Gmbh Hydraulisches Steuerventil für eine längenverstellbare Pleuelstange mit zwei Steuerdruckräumen
CN209483480U (zh) * 2018-12-28 2019-10-11 长城汽车股份有限公司 组合式偏心轴及可变压缩比发动机
CN110159426B (zh) * 2019-06-28 2021-04-20 长城汽车股份有限公司 发动机的装配方法以及发动机
CN110513191B (zh) * 2019-08-20 2021-11-23 长城汽车股份有限公司 可变压缩比机构驱动结构

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010151088A (ja) * 2008-12-26 2010-07-08 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置
CA2987707C (en) * 2015-06-02 2019-02-19 Hitachi Automotive Systems, Ltd. Variable compression ratio mechanism for internal combustion engine
CN108779842A (zh) * 2016-03-18 2018-11-09 日立汽车系统株式会社 内燃机用连杆机构的促动器以及波动齿轮减速机
CN209340037U (zh) * 2018-09-30 2019-09-03 长城汽车股份有限公司 偏心轴总成及可变压缩比机构
CN209469705U (zh) * 2018-12-28 2019-10-08 长城汽车股份有限公司 组合式偏心轴及可变压缩比发动机
CN209557101U (zh) * 2018-12-28 2019-10-29 长城汽车股份有限公司 可变压缩比机构

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113983141A (zh) * 2021-11-22 2022-01-28 无锡巨蟹智能驱动科技有限公司 一种搭载谐波减速器的紧凑型舵机
CN114789767A (zh) * 2022-03-15 2022-07-26 苏州绿的谐波传动科技股份有限公司 一种助力自行车驱动装置的组装方法
CN114789767B (zh) * 2022-03-15 2023-09-01 苏州绿的谐波传动科技股份有限公司 一种助力自行车驱动装置的组装方法
CN118199324A (zh) * 2024-05-17 2024-06-14 深圳市蓝蓝科技有限公司 一体式中空谐波四轴结构
WO2026081679A1 (zh) * 2024-10-18 2026-04-23 北京石头世纪科技股份有限公司 谐波减速器、机械臂和清洁设备

Also Published As

Publication number Publication date
CN112502829B (zh) 2022-02-01
CN112502829A (zh) 2021-03-16

Similar Documents

Publication Publication Date Title
WO2021170004A1 (zh) 可变压缩比驱动结构及其装配方法、发动机及车辆
KR102035673B1 (ko) 배기가스 터보차저
JP6572664B2 (ja) 内燃機関用リンク機構のアクチュエータ
CN100451298C (zh) 发动机气门传动装置
TWI739858B (zh) 齒輪裝置
CA2987707C (en) Variable compression ratio mechanism for internal combustion engine
WO2021170003A1 (zh) 可变压缩比驱动结构、发动机及车辆
CN110513191A (zh) 可变压缩比机构驱动结构
CN201031716Y (zh) 摩托车发动机的机油离心过滤装置
CN211737289U (zh) 可变压缩比驱动结构
CN211737291U (zh) 可变压缩比驱动结构
CN211737290U (zh) 可变压缩比驱动结构
CN107420240A (zh) 一种高压共轨柴油机驱动共轨泵中间齿轮安装装置
CN113294239B (zh) 可变压缩比驱动结构的装配方法
JPH02211327A (ja) 内燃機関の巻掛伝動装置
CA2987710C (en) Variable compression ratio mechanism for internal combustion engine
CN212616221U (zh) 可变压缩比机构的驱动结构
CN209277997U (zh) 一种发动机用的大功率内花键取力器总成
JP4122109B2 (ja) 部品取付構造
JP4082109B2 (ja) 内燃機関の組立式カムシャフト
CN214304028U (zh) 一种摩托车发动机水泵结构
JP4181146B2 (ja) エンジンのテンショナ装置取付構造
DE102004008154B4 (de) Antriebsanordnung für Nebentriebe von Brennkraftmaschinen
JP3295562B2 (ja) ディーゼル機関の燃料供給機構
CN222366666U (zh) 轮轴传动装置和收割机

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21761317

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21761317

Country of ref document: EP

Kind code of ref document: A1