WO2024061227A1 - Ensemble bielle de vilebrequin, moteur et véhicule automobile - Google Patents

Ensemble bielle de vilebrequin, moteur et véhicule automobile Download PDF

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Publication number
WO2024061227A1
WO2024061227A1 PCT/CN2023/119774 CN2023119774W WO2024061227A1 WO 2024061227 A1 WO2024061227 A1 WO 2024061227A1 CN 2023119774 W CN2023119774 W CN 2023119774W WO 2024061227 A1 WO2024061227 A1 WO 2024061227A1
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WO
WIPO (PCT)
Prior art keywords
connecting rod
piston
crankshaft
rod assembly
piston ring
Prior art date
Application number
PCT/CN2023/119774
Other languages
English (en)
Chinese (zh)
Inventor
黄鹏华
闫雪华
文怀军
莫煜
蓝志宝
Original Assignee
上汽通用五菱汽车股份有限公司
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 上汽通用五菱汽车股份有限公司 filed Critical 上汽通用五菱汽车股份有限公司
Publication of WO2024061227A1 publication Critical patent/WO2024061227A1/fr

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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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F5/00—Piston rings, e.g. associated with piston crown
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the technical field of engine design, and in particular to a crankshaft connecting rod assembly, an engine and an automobile.
  • crankshaft connecting rod mechanism accounts for about 50% of the friction work loss. Therefore, developing a crankshaft connecting rod mechanism with lower friction loss to reduce engine fuel consumption and improve engine thermal efficiency is the focus of technicians.
  • the present application provides a crankshaft connecting rod assembly engine and automobile to solve the problem in the prior art of low engine efficiency caused by high friction work of the crankshaft connecting rod mechanism.
  • the present application provides a crankshaft connecting rod assembly, which includes a piston, a connecting rod and a piston ring.
  • the piston includes a piston head and a piston skirt connected to the lower end of the piston head.
  • the connecting rod includes a first end and a second end. The first end is used for hinge connection with the piston skirt, and the second end is used for connection with the crankshaft.
  • the piston ring is sleeved on the outer periphery of the piston head, the side of the piston ring away from the connecting rod is provided with an upper end surface, and the side of the piston ring close to the connecting rod is provided with a lower end surface.
  • the piston ring also includes a first rounded arc surface and a second rounded arc surface, the first rounded arc surface is connected to the upper end surface and the outer peripheral surface of the piston ring, and the second rounded arc surface is connected to on the lower end surface and the outer peripheral surface of the piston ring.
  • the chamfering radius of the first rounded arc surface is greater than the chamfering radius of the second rounded arc surface.
  • the chamfering radius of the first rounded arc surface is between 0.6-1 mm, and the chamfering radius of the second rounded arc surface is between 0.1-0.5 mm.
  • the chamfering radius of the first chamfering arc surface and the chamfering radius of the second chamfering arc surface are further limited to ensure the oil scraping effect of the piston ring and low friction work loss.
  • the chamfering radius of the first rounded arc surface is 0.9mm, and the chamfering radius of the second rounded arc surface is 0.3mm.
  • the piston skirt includes a main thrust surface and a secondary thrust surface arranged oppositely, and the main thrust surface and the secondary thrust surface are used to fit the cylinder wall, wherein the main thrust surface The area of the secondary thrust surface is smaller than the area of the secondary thrust surface.
  • both the main thrust surface and the secondary thrust surface are in contact with the cylinder wall of the combustion chamber to ensure the movement accuracy of the piston relative to the cylinder wall.
  • the area of the main thrust surface is smaller than that of the secondary thrust surface, which can reduce the distance between the piston skirt and the cylinder wall. The friction work between the cylinder walls is lost, thereby improving the overall working efficiency of the crankshaft and connecting rod assembly.
  • the crankshaft connecting rod assembly further includes a crankshaft and a connecting rod bearing bush, the crankshaft is provided with a journal, and the connecting rod The bearing bush is sandwiched between the second end and the journal neck.
  • the width of the connecting rod bearing bush along the axial direction of the journal journal is W, and the diameter of the journal journal is R.
  • the W and R satisfy: 0.3 ⁇ W/R ⁇ 0.5.
  • the ratio between the width of the connecting rod bearing along the axial direction of the journal and the diameter of the journal is further limited to ensure the bearing capacity of the connecting rod bearing while reducing the contact area between the crankshaft and the connecting rod bearing. , thereby reducing the friction work loss of the crankshaft connecting rod assembly.
  • a surface of the connecting rod bearing bush close to the journal portion is provided with a resin coating.
  • providing a resin coating can reduce the friction coefficient of the inner surface of the connecting rod bearing, thereby increasing the bearing capacity of the connecting rod bearing and reducing the friction work loss between the connecting rod bearing and the crankshaft.
  • the crankshaft connecting rod assembly further includes a piston pin, the piston member is provided with a first hinge hole, the first end is provided with a second hinge hole, and the piston pin passes through the The first hinge hole and the second hinge hole, the outer surface of the piston pin and the inner wall surface of the second hinge hole are both provided with diamond-like coatings.
  • providing a diamond-like coating can reduce the friction coefficient between the piston pin and the connecting rod surface, thereby reducing the friction work loss of the crankshaft connecting rod assembly.
  • the present application provides an engine, which includes the crankshaft connecting rod assembly described in any one of the preceding items, so it obviously has the advantages of the aforementioned crankshaft connecting rod assembly.
  • This application also provides an automobile.
  • the automobile includes the aforementioned engine, which obviously has the advantages of the aforementioned crankshaft connecting rod assembly and engine.
  • Figure 1 is a schematic structural diagram of a crankshaft connecting rod assembly provided by an embodiment of the present application
  • FIG. 2 is an exploded view of the crankshaft connecting rod assembly provided by the embodiment of the present application.
  • Figure 3 is a schematic diagram of the assembly of piston rings and piston parts provided by the embodiment of the present application.
  • Figure 4 is a schematic structural diagram of a piston provided by an embodiment of the present application.
  • crankshaft connecting rod assembly 1. Piston part; 11. Piston head; 111. First hinge hole; 12. Piston skirt; 121. Main thrust surface; 122. Secondary thrust surface; 2. Connecting rod; 21. First end; 211, second hinge hole; 22, second end; 3, piston ring; 31, upper end surface; 32, lower end surface; 33, first rounded arc surface; 34, second rounded arc surface; 4. Crankshaft; 41. journal; 5. connecting rod bearing; 6. piston pin.
  • multiple refers to more than two (including two).
  • multiple groups refers to two or more groups (including two groups), and “multiple pieces” refers to It is more than two pieces (including two pieces).
  • the tight fit between the piston ring 3 and the inner wall of the cylinder hole is usually used to prevent the lubricating grease from being driven from one side of the piston ring 3 to the other side of the piston ring 3, thereby avoiding the leakage in the combustion chamber.
  • the gas mixed with lubricating grease also avoids the blockage caused by the lubricating grease in the gas delivery pipeline. Therefore, the oil scraping efficiency of the piston ring 3 directly affects the operating stability of the engine.
  • the friction loss between the piston ring 3 and the cylinder bore accounts for a large proportion of the overall friction loss of the crankshaft connecting rod assembly 100, it is necessary to reduce the friction between the piston ring 3 and the cylinder bore, thereby reducing the friction work.
  • crankshaft connecting rod assembly will be described below based on the structure of the crankshaft connecting rod assembly provided in the embodiment of the present application.
  • crankshaft connecting rod assembly 100 which includes a piston 1, a connecting rod 2, and a piston ring 3.
  • the piston 1 includes a piston head 11 and a piston skirt 12 connected to the lower end of the piston head 11.
  • the connecting rod 2 includes a first end 21 and a second end 22 .
  • the first end 21 is used for hinge connection with the piston skirt 12
  • the second end 22 is used for connection with the crankshaft 4 .
  • the piston ring 3 is sleeved on the outer periphery of the piston head 11.
  • the side of the piston ring 3 away from the connecting rod 2 is provided with an upper end face 31, and the side of the piston ring 3 close to the connecting rod 2 is provided with a lower end face 32.
  • the piston ring 3 also includes The first rounded arc surface 33 and the second rounded arc surface 34.
  • the first rounded arc surface 33 is connected to the upper end surface 31 and the outer peripheral surface of the piston ring 3.
  • the second rounded arc surface 34 is connected to the lower end surface 32 and the piston ring. 3 outer surface.
  • the chamfering radius of the first rounded arc surface 33 is greater than the chamfering radius of the second rounded arc surface 34 .
  • the piston 1 can be a cylindrical structure, which is slidably disposed in the cylinder bore of the engine along the axis of the cylinder.
  • the piston 1 includes an upper piston head 11 and a lower piston head 11.
  • the piston skirt 12, the outer circumference of the piston head 11 is covered with a piston ring 3, and the outer circumferential surface of the piston ring 3 is in contact with the inner wall of the cylinder bore.
  • the piston ring 3 is in constant contact with the cylinder bore. Scrape the oil back to the side of the piston 1 close to the connecting rod 2 to ensure that the crankshaft connecting rod assembly 100 is fully lubricated.
  • the piston ring 3 has an upper end surface 31, a lower end surface 32 and an outer circumferential surface arranged on its outer circumference.
  • the first rounded arc surface 33 is transitionally connected to the upper end surface 31 and the outer circumferential surface of the piston ring 3, and the second rounded arc surface 34 is transitionally connected to The lower end surface 32 and the outer peripheral surface of the piston ring 3.
  • the first rounded arc surface 33 and the second rounded arc surface 34 can be a common rounded arc surface. It can be understood that the larger the chamfer radius of the rounded arc surface, the greater the contact area between the rounded arc surface and the inner wall of the cylinder hole. The smaller it is, the smaller the friction loss between the two.
  • its lower half close to the connecting rod 2 plays a major role in scraping oil, while its upper half far away from the connecting rod 2 has less impact on oil scraping.
  • this embodiment uses asymmetric piston ring 3 oil scraping technology to further reduce the tension between the piston ring 3 and the cylinder bore on the premise of ensuring the oil scraping effect, so as to reduce the friction loss between the two and improve the crankshaft connection. Overall operating efficiency of rod assembly 100.
  • the chamfer radius of the first chamfered arc surface 33 is between 0.6-1 mm, specifically, it can be 0.6 mm, 0.7 mm, 0.8 mm, 0.9 mm, or 1 mm.
  • the chamfer radius of the second chamfered arc surface 34 is between 0.1-0.5 mm, specifically, it can be 0.1 mm, 0.2 mm, 0.3 mm, 0.4 mm, or 0.5 mm.
  • the chamfering radius of the first rounded arc surface 33 is 0.9 mm
  • the chamfering radius of the second rounded arc surface 34 is 0.9 mm.
  • the chamfer radius is 0.3mm.
  • the chamfering radius of the first rounded arc surface is constant, and the chamfering radius of the second rounded arc surface gradually increases.
  • the chamfering radius of the second rounded arc surface is constant, and the chamfering radius of the first rounded arc surface gradually increases.
  • the frictional resistance values of the piston rings in Examples 2 to 6 in Table 1 are relative reference values calculated based on the test values of the frictional resistance of the piston rings in Example 1.
  • the values of the oil return rate in Examples 2 to 6 are relative reference values calculated based on the test value of the oil return rate in Example 1.
  • the friction resistance values of the piston rings in Examples 8 to 12 in Table 2 are relative reference values calculated based on the test values of the friction resistance of the piston rings in Example 7.
  • the values of the oil return rate in Examples 8 to 12 are relative reference values calculated based on the test value of the oil return rate in Example 7.
  • the aforementioned oil return rate refers to the ratio between the amount of grease located at the end of the piston ring close to the connecting rod and the total amount of grease after the piston ring reciprocates a certain number of times (for example, 100 times) under simulated working conditions.
  • the provision of the first chamfered arc surface 33 can reduce the contact area between the piston ring 3 and the inner wall of the cylinder bore, thereby reducing friction and improving efficiency.
  • the lower part of the piston ring 3 will be subject to greater extrusion stress during movement.
  • this embodiment sets a smaller chamfer radius than the first chamfered arc surface 33.
  • the second chamfered arc surface 34 is formed to ensure the oil scraping effect while taking into account the service life of the piston ring 3.
  • this embodiment further limits the chamfering radius of the first rounded arc surface 33 and the chamfering radius of the second rounded arc surface 34. Furthermore, this embodiment also provides the first rounded arc surface 33.
  • the specific values of the chamfering radius and the chamfering radius of the second chamfering arc surface 34 are to ensure the oil scraping effect of the piston ring 3 and low friction work loss.
  • the piston skirt 12 includes a main thrust surface 121 and a secondary thrust surface 122 arranged oppositely.
  • the main thrust surface 121 and the secondary thrust surface 122 are used to fit with the cylinder wall, where the area of the main thrust surface 121 is smaller than the area of secondary thrust surface 122.
  • the up and down movement of the piston 1 exerts different pressures on the inner wall of the cylinder bore.
  • the piston 1 is driven by the fuel gas and moves closer to the connecting rod 2 because the connecting rod 2 is tilted to one side of the crankshaft 4 at this time, so there is a large stress between the main thrust side of the piston skirt 12 and the inner wall of the cylinder bore.
  • the piston 1 moves away from the connecting rod 2 under the inertial force of the crankshaft 4, there is a large stress between the secondary thrust side of the piston skirt 12 and the inner wall of the cylinder bore.
  • this embodiment is provided with a main thrust surface 121 and a secondary thrust surface 122 on the main thrust side and the secondary thrust side of the piston 1, and the two surfaces are arranged oppositely, and the area of the main thrust surface 121 is smaller than the area of the secondary thrust surface 122, so , both the main thrust surface 121 and the secondary thrust surface 122 are in contact with the inner wall of the cylinder bore of the combustion chamber to ensure the movement accuracy of the piston 1 relative to the cylinder wall, and the area of the main thrust surface 121 is smaller than the area of the secondary thrust surface 122, which can reduce the piston skirt.
  • the friction work loss between the portion 12 and the cylinder wall is thereby improved, thereby improving the overall working efficiency of the crankshaft connecting rod assembly 100 .
  • the crankshaft connecting rod assembly 100 further includes a crankshaft 4 and a connecting rod bearing 5.
  • the crankshaft 4 is provided with a journal 41, and the connecting rod bearing 5 is sandwiched between the second end 22 and the journal 41.
  • the width of the connecting rod bearing 5 along the axial direction of the journal 41 is W, and the diameter of the journal 41 is R, where W and R satisfy: 0.3 ⁇ W/R ⁇ 0.5.
  • the crankshaft 4 is the most important component in the engine. It bears the force from the connecting rod 2 and converts it into torque, which is output through the crankshaft 4 and drives other accessories on the engine to work.
  • the crankshaft 4 is affected by the centrifugal force of the rotating mass, the periodically changing gas inertia force and the reciprocating inertia force, causing the crankshaft 4 to bear the bending and torsional load.
  • the part of the crankshaft 4 connected to the connecting rod 2 is the journal 41.
  • the journal 41 is a cylindrical structure.
  • the diameter of the journal 41 is R. In some embodiments, R is 42 mm.
  • journal 41 In order to reduce the size of the crankshaft 4 Due to the centrifugal force generated by mass and movement, the journal 41 is often designed to be hollow, and an oil hole is opened on the surface of each journal 41 to introduce or extract engine oil to lubricate the journal 41 surface.
  • the second end 22 can be two split semi-annular connection structures. After the connecting rod bearing 5 is fitted to the journal neck 41, the second end 22 of the connecting rod 2 is fixed to the outside of the connecting rod bearing 5, thereby achieving a stable connection between the connecting rod 2 and the journal neck 41.
  • the connecting rod bearing 5 can be a curved semi-cylindrical structure. Because the connecting rod bearing 5 needs to fit on the surface of the journal 41, its curvature is the same as the curvature of the outer surface of the journal 41.
  • the number can be set to two.
  • the two connecting rod bearing bushes 5 are respectively attached to the upper semicircular surface and the lower semicircular surface of the journal 41.
  • the two connecting rod bearings 5 enclose the journal 41.
  • the ratio between the width of the connecting rod bearing 5 along the axial direction of the journal 41 and the diameter of the journal 41 is further limited to ensure the bearing capacity of the connecting rod bearing 5 while reducing the crankshaft 4 and the contact area of the connecting rod bearing 5, thereby reducing the friction work loss of the crankshaft connecting rod assembly 100.
  • the value of the friction between the connecting rod bearing and the journal in Examples 2 to 6 in Table 3 is based on the friction between the connecting rod bearing and the journal in Example 1 in Table 3.
  • the test value is the relative reference value calculated by the benchmark.
  • the values of the service life of the connecting rod bearings in Examples 2 to 6 in Table 3 are relative reference values calculated based on the test values of the service life of the connecting rod bearings in Example 1 in Table 3.
  • a resin coating is provided on a surface of the connecting rod bearing 5 close to the journal portion 41 .
  • the resin coating may include polyamide-imide, and each may be composed of one or more mixtures of the following materials, including graphite, molybdenum disulfide, tungsten disulfide, Hexagonal nitriding (h-BN) or polytetrafluoroethylene (PTFE).
  • h-BN Hexagonal nitriding
  • PTFE polytetrafluoroethylene
  • the crankshaft connecting rod assembly 100 further includes a piston pin 6.
  • the piston member 1 is provided with a first hinge hole 111, and the first end 21 is provided with a second hinge hole 211.
  • the piston pin 6 passes through the first hinge hole 111.
  • the hole 111 and the second hinge hole 211, the outer surface of the piston pin 6 and the inner wall surface of the second hinge hole 211 are all provided with diamond-like coating.
  • the piston pin 6 can be a cylindrical structure.
  • the piston pin 6 is passed through the first hinge hole 111 and the second hinge hole 211. Through the pin connection of the piston pin 6, the connecting rod 2 is hinged to the On the piston piece 1.
  • the hardness range of Diamond like Carbon (DLC) coating can be 59 ⁇ 64HRC (Rockwell hardness), and its thickness range can be 0.002 ⁇ 0.005mm.
  • the diamond-like coating has excellent film density, good chemical stability, and good optical properties. Setting the diamond-like coating can reduce the friction coefficient on the surface of the piston pin 6 and the connecting rod 2, thereby reducing the crankshaft connecting rod assembly. Friction work loss of 100.
  • the present application provides an engine.
  • the engine includes any of the foregoing crankshaft connecting rod assembly 100 , so it obviously has the advantages of the foregoing crankshaft connecting rod assembly 100 .
  • the crankshaft connecting rod assembly 100 provided in this application can be applied to: Hybrid Electric Vehicle (HEV for short), Range Extended Electric Vehicle (REEV for short), Plug-in Hybrid Electric Vehicle (Plug- In the engines of Hybrid Electric Vehicle (PHEV), New Energy Vehicle (New Energy Vehicle) and ordinary fuel vehicles.
  • the present application also provides a car, which includes the aforementioned engine and obviously has the advantages of the aforementioned crankshaft connecting rod assembly 100 and engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)

Abstract

La présente demande fournit un ensemble bielle de vilebrequin, un moteur et un véhicule automobile. L'ensemble bielle de vilebrequin comprend une partie piston, une bielle et un segment de piston. La partie piston comprend une tête de piston et une jupe de piston raccordée à l'extrémité inférieure de la tête de piston. La bielle comprend une première extrémité et une seconde extrémité. La première extrémité est configurée pour être raccordée de manière articulée à la jupe de piston, et la seconde extrémité est configurée pour être raccordée à un vilebrequin. Le segment de piston est monté sur la périphérie de la tête de piston. Une face d'extrémité supérieure est agencée sur le côté du segment de piston à l'opposé de la bielle, et une face d'extrémité inférieure est agencée sur le côté du segment de piston à proximité de la bielle. Le segment de piston comprend en outre une première surface de congé et une seconde surface de congé. La première surface de congé est raccordée à la face d'extrémité supérieure et à la face périphérique externe du segment de piston, et la seconde surface de congé est raccordée à la face d'extrémité inférieure et à la face périphérique externe du segment de piston. Le rayon de congé de la première surface de congé est supérieur au rayon de congé de la seconde surface de congé. Selon l'ensemble bielle de vilebrequin fourni par la présente demande, la perte de frottement entre le segment de piston et un trou de cylindre est réduite en partant du principe qu'un effet de raclage d'huile est assuré, de sorte que l'efficacité de travail globale de l'ensemble bielle de vilebrequin est améliorée.
PCT/CN2023/119774 2022-09-20 2023-09-19 Ensemble bielle de vilebrequin, moteur et véhicule automobile WO2024061227A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202211145895.9 2022-09-20
CN202211145895.9A CN115653749B (zh) 2022-09-20 2022-09-20 曲轴连杆组件、发动机及汽车

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