CN103850809A - Continuous variable compression ratio engine - Google Patents
Continuous variable compression ratio engine Download PDFInfo
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- CN103850809A CN103850809A CN201210506811.XA CN201210506811A CN103850809A CN 103850809 A CN103850809 A CN 103850809A CN 201210506811 A CN201210506811 A CN 201210506811A CN 103850809 A CN103850809 A CN 103850809A
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Abstract
A continuous variable compression ratio engine comprises a crankshaft, a crankshaft eccentric sleeve, a correct timing end offset axis driver, a flywheel end offset axis driver and a control shaft. The crankshaft eccentric sleeve is mounted on the main journal of the crankshaft. The control shaft adjusts the deflection angles of the crankshaft eccentric sleeve through a chain, a pull rod or a gear mechanism to allow the axis position of the crankshaft to deflect so as to change the positions of the stop point on a piston, and engine compression ratio change is achieved. The correct timing end offset axis driver and the flywheel end offset axis driver are respectively mounted at two ends of the crankshaft of the engine, the position-changed crankshaft axis power output is converted into fixed axis power output. The continuous variable compression ratio engine is simple in structure and low in cost, the correct timing system of the engine and the outer part structure of the engine are the same as a traditional engine, the engine can be obtained by improving the existing fixed compression ratio engines, and large change of engine structure can be avoided.
Description
[technical field]
The present invention relates to technical field of automobile engine, adjustable continuously for the compression ratio of piston internal-combustion engine.
[background technique]
In recent decades, in order to improve the discharge of motor car engine power character, Economy and reduction pollutant, many motors manufacturer, scientific research institution have dropped into a large amount of human and material resources and have carried out the research and development of new technology, and the changeable compression ratio technique of motor is a kind of important new technology wherein.
The compression ratio of cylinder has considerable influence to the performance of explosive motor.Conventionally,, under the prerequisite of guaranteeing not occur in cylinder pinking, the raising compression ratio of trying one's best, is conducive to the raising of engine performance.
The compression ratio difference that motor can bear under different Operation Conditions, but the compression ratio of general motor is immutable, and any operating mode all can only be operated in the compression ratio of design in advance.Changeable compression ratio technique refers in engine working process, can regulate the compression ratio of motor by the control and the executive system that are equipped with, make motor in the time of low-load, there is higher compression ratio, to improve fuel consumption and emission performance, and there is lower compression ratio in the time of high load and when pressurization system starts, prevent that engine cylinder internal pressure is excessive and cause the pinking of motor.Motor adopts changeable compression ratio technique can effectively reduce fuel consume, reduces the discharge of pollutant, and the moment of torsion of motor and power can be largely increased, and obtain good engine performance.
The Patents of changeable compression ratio technique is a lot of at present, technological approaches also has a variety of, as accentric support, movable air cylinder cap method and oscillating cylinder cover method etc. on the main journal that adds accentric support, bent axle on the rod journal of accentric support cover, bent axle are set on firing chamber completion method, variable piston, many link rod methods, gear type connecting rod, wrist pin.But be really applied in going back seldom on motor, the domestic motor that also there is no variable compression ratio occurs.
[summary of the invention]
The object of the invention is to propose a kind of simple in structure, reliability is high, low cost of manufacture, can directly be applied on existing motor, and without engine body structure being carried out to too large change with regard to attainable changeable compression ratio technique.
The present invention is that the technological approaches based on adding accentric support on crankshaft main journal proposes, and mainly comprises bent axle, crankshaft eccentric axle sleeve, timing end offset axis driver, flywheel end offset axis driver, Control Shaft.
Crankshaft eccentric shaft is sleeved on the main journal of bent axle, and Control Shaft is adjusted and controlled the deflection angle of crankshaft eccentric axle sleeve by gear, pull bar or link chain mechanism, and crankshaft center line position is moved.The movement of crankshaft center line position changes the top dead center position of piston, and then can realize the variation of engine compression ratio.
Due to the structural feature of bent axle, all-in-one-piece crankshaft eccentric axle sleeve cannot be inserted in from one end of bent axle, so in the present invention, adopt split type crankshaft eccentric axle sleeve, crankshaft eccentric axle sleeve is divided into two, utilize crankshaft bearing cap that split type crankshaft eccentric axle sleeve is constrained to and is integrated, and free deflection in the space that can retrain at crankshaft bearing cap.
Crankshaft main journal adds in the changeable compression ratio technique of accentric support, and a difficult point is exactly how the output of the power of bent axle to be changed into fixed axis position from the axial location changing, and guarantee that engine timing system is not affected simultaneously.
In the present invention, be provided with respectively flywheel end offset axis driver and timing end offset axis driver at the two ends of engine crankshaft.The structural principle of flywheel end offset axis driver and timing end offset axis driver can be identical, also can be different, and the effect of the two is all that the output of the power of bent axle is changed into fixed axis position from the axial location changing.The moment of torsion that timing end offset axis driver transmits is less, but requires transmission phase place and bent axle Complete Synchronization, for guaranteeing the normal work of timing system.The moment of torsion that flywheel end offset axis driver transmits is large, but does not need transmission phase place and bent axle Complete Synchronization.
The pto＝power take-off fixed axis of flywheel end offset axis driver is installed, and the structure of all relevant parts such as flywheel and clutch is all identical with conventional engines with mounting type.The pto＝power take-off fixed axis of timing end offset axis driver is installed, transmission phase place and bent axle Complete Synchronization.The timing system that the Complete Synchronization of phase place makes motor also completely and conventional engines be as good as, the variation of engine compression ratio does not produce any impact to engine valve timing system.
Working principle of the present invention is:
In the time that motor receives compression ratio adjustment instruction, Control Shaft rotates predetermined angle, by gear, chain or drag link mechanism, force crankshaft eccentric axle sleeve to turn over several angle, the axial location of bent axle changes, and the position of piston top dead center changes thereupon, and the compression ratio of motor is adjusted.The excursion of engine crankshaft axial location is in the allowed band of flywheel end offset axis driver and timing end offset axis driver, flywheel end offset axis driver and timing end offset axis driver are converted to fixed axis the crankshaft rotating that changes axis, guarantee the output of engine power and the normal work of timing system.
The invention has the beneficial effects as follows:
1. with respect to current other variable compression ratio of engines mechanism, of the present invention simple in structure, cost is low, and reliability is high, and the compression ratio of realizing motor with few component is adjustable continuously.
2. can be applied on existing fixing compression ratio engine, make motor there is the function of variable compression ratio, and do not need engine body structure to carry out larger change.
[accompanying drawing explanation]
Fig. 1 first kind variable compression ratio engine of the present invention primary clustering exploded perspective schematic diagram
Crankshaft eccentric axle sleeve structure schematic perspective view in Fig. 2 the present invention
The lubricating chart of two extreme inflection points of crankshaft eccentric axle sleeve in Fig. 3 the present invention
The eccentric axis position view of crankshaft eccentric axle sleeve in Fig. 4 the present invention
The compression ratio of Fig. 5 first kind variable compression ratio engine of the present invention changes principle schematic
Fig. 6 Equations of The Second Kind variable compression ratio of the present invention assembly schematic perspective view
The compression ratio of Fig. 7 Equations of The Second Kind variable compression ratio engine of the present invention changes principle schematic
Fig. 8 the present invention the 3rd class variable compression ratio assembly schematic perspective view
The compression ratio of Fig. 9 the present invention the 3rd class variable compression ratio engine changes principle schematic
First kind timing end offset axis driver schematic perspective view in Figure 10 the present invention
First kind timing end offset axis driver assembly exploded perspective schematic diagram in Figure 11 the present invention
First kind timing end offset axis driver principle floor map in Figure 12 the present invention
Equations of The Second Kind timing end offset axis driver schematic perspective view in Figure 13 the present invention
Equations of The Second Kind timing end offset axis driver primary clustering exploded perspective schematic diagram in Figure 14 the present invention
In Figure 15 the present invention, Equations of The Second Kind timing end offset axis driver primary clustering is related to schematic perspective view
First kind flywheel end offset axis driver schematic perspective view in Figure 16 the present invention
In Figure 17 the present invention, first kind flywheel end offset axis driver and bent axle coupling shaft line position are related to schematic diagram
Equations of The Second Kind flywheel end offset axis driver schematic perspective view in Figure 18 the present invention
Equations of The Second Kind flywheel end offset axis driver cross-sectional plane structural representation in Figure 19 the present invention
Equations of The Second Kind flywheel end offset axis driver operating principle schematic diagram in Figure 20 the present invention
In Figure 21 the present invention, Equations of The Second Kind flywheel end offset axis driver and bent axle coupling shaft line position are related to schematic diagram
Above accompanying drawing is the technical description to the principle of the invention only, has shown each feature of basic principle of the present invention in accompanying drawing, and the each structural member of accompanying drawing is not to draw completely in proportion.
[embodiment]
Further illustrate the present invention below in conjunction with accompanying drawing.It should be noted that, in this specification, not limit the present invention to the exemplary embodiment in accompanying drawing, and covered various replacements, modification, equivalents within the scope of the present invention by described in claims.
For convenience of description, in example of the present invention, crankshaft installed has adopted reversal of the natural order of things mounting type, and in fact, application of the present invention is not subject to the restriction of crankshaft installed mode.As long as adopted the improvement that method of the present invention is conceived and technological scheme is carried out or be directly used in other occasion without improvement, all within the scope of protection of the invention.
Shown in Fig. 1 is first kind variable compression ratio engine primary clustering exploded perspective schematic diagram of the present invention, therefrom can substantially understand basic structure of the present invention and combining form.Comprise that cylinder body 1, piston 2, master connecting rod 3, timing end offset axis driver 4, bent axle 5, crankshaft eccentric shaft put half block 6, second piece 7 of crankshaft eccentric axle sleeve, crankshaft bearing liner 8, flywheel end offset axis driver 9, timing gear wheel shaft 10, flywheel mounting flange 11, Control Shaft 12, Control Shaft gear 13, crankshaft bearing cap 14 and bearing cap fixing bolt 15.
The two ends of bent axle 5 are coaxially fixedly connected with respectively timing end offset axis driver 4 and flywheel end offset axis driver 9.Timing end offset axis driver 4 connects timing gear wheel shaft 10, for driving engine timing system.Flywheel end offset axis driver 9 connects flywheel mounting flange 11, for Flywheel.The axial location of timing gear wheel shaft 10 and flywheel mounting flange 11 is all fixing.
Shown in Fig. 2 is crankshaft eccentric axle sleeve schematic perspective view in the present invention, and crankshaft eccentric axle sleeve is split type structure, puts half block 6 and second piece 7 of crankshaft eccentric axle sleeve forms by crankshaft eccentric shaft.On second piece 7 of crankshaft eccentric axle sleeve, there is a tooth sector.Crankshaft eccentric shaft puts the inner headed face of half block 6 and a complete inner headed face of the inner headed face of second piece 7 of crankshaft eccentric axle sleeve composition, and crankshaft eccentric shaft puts the periphery of half block 6 and a complete periphery of the periphery of second piece 7 of crankshaft eccentric axle sleeve composition.
Crankshaft eccentric axle sleeve periphery diameter is identical with inner headed face diameter corresponding on cylinder body 1 and crankshaft bearing cap 14.Crankshaft eccentric axle sleeve inner headed face is embedded with crankshaft bearing liner 8, and crankshaft bearing liner 8 is the same with the crankshaft bearing liner in conventional engines, is also split type structure, and the inner headed face diameter of crankshaft bearing liner 8 is identical with the main journal diameter of bent axle 5.Bent axle 5 can freely rotate in the inner circle of crankshaft bearing liner 8.
Bearing cap fixing bolt 15 is fastened on crankshaft bearing cap 14 on cylinder body 1, and crankshaft eccentric shaft is put together with second piece 7 of half block 6 and crankshaft eccentric axle sleeve constrains in, and forms a complete crankshaft eccentric axle sleeve.Crankshaft eccentric axle sleeve can rotate in the inner headed face that crankshaft bearing cap 14 and cylinder body 1 form.
On cylinder body 1, have oil groove 102, main oil gallery 101 UNICOMs of oil groove 102 and cylinder body 1 inside.There is an oilhole 103 near the position that crankshaft eccentric shaft puts half block 6 tops, oil groove 102 UNICOMs on oilhole 103 and cylinder body 1, and run through crankshaft eccentric shaft and put the wall thickness of half block 6, and the position of oilhole 104 on crankshaft bearing liner 8 just to and UNICOM.On crankshaft bearing liner 8 internal surfaces, there is oil groove 105, oil groove 105 and oilhole 104 UNICOMs.
Fig. 3 is the lubricating chart of two extreme inflection points of crankshaft eccentric axle sleeve in the present invention.Wherein, lubricating chart when left figure is high compression ratio, lubricating chart when right figure is low compression ratio.Lubricant oil flows out from main oil gallery 101, and order enters oil groove 102, crankshaft eccentric shaft puts the oil groove 105 on oilhole 104 and crankshaft bearing liner 8 internal surfaces on oilhole 103, the crankshaft bearing liner 8 on half block 6, the internal surface of lubricated crankshaft bearing liner 8.In the range of deflection angles of crankshaft eccentric axle sleeve, oilhole 103 and oil groove 102 can keep UNICOM, even still can guarantee the unimpeded of lubricating oil path at two extreme inflection points.
Fig. 4 is the eccentric axis position view of crankshaft eccentric axle sleeve in the present invention.Between the inner headed face axis 201 of crankshaft eccentric axle sleeve and periphery axis 202, have certain distance, this distance is called the throw of eccentric of crankshaft eccentric axle sleeve.The throw of eccentric of crankshaft eccentric axle sleeve is set to 0.5 ~ 0.7 times of piston 2 top dead center position regulation ranges.For example, engine compression ratio is from height adjustment when minimum, and the excursion of piston 2 top dead center positions is 5mm, and the throw of eccentric of crankshaft eccentric axle sleeve is set to 2.5mm ~ 3.5mm.
Fig. 5 is that the compression ratio of first kind variable compression ratio engine of the present invention changes principle schematic, the position relationship of the each parts of motor while having shown high compression ratio state (left figure) in figure and when low compression ratio state (right figure).Control Shaft gear 13 is coaxially fixedly mounted on Control Shaft 12.The tooth sector engagement of Control Shaft gear 13 and second piece 7 of crankshaft eccentric axle sleeve.When Control Shaft 12 rotates or locks, rotate or lock around its periphery axis 202 by gear conjugate control crankshaft eccentric axle sleeve.The main journal axis 203 of bent axle 5 and crankshaft eccentric axle sleeve inner headed face axis 201 overlap, and in the time that crankshaft eccentric axle sleeve rotates, the periphery axis 202 that main journal axis 203 positions of bent axle 5 also can flexing eccentric shaft axle sleeve rotates.In the time that motor carries out compression ratio adjustment, Control Shaft 12 rotates predetermined angle under the drive of certain actuator, by the tooth sector engagement of Control Shaft gear 13 and second piece 7 of crankshaft eccentric axle sleeve, drive crankshaft eccentric axle sleeve to turn an angle, the position of the main journal axis 203 of bent axle 5 is changed.And then the position of piston 2 top dead centers is changed, realize the adjustment of engine compression ratio.
Shown in Fig. 6 is Equations of The Second Kind variable compression ratio assembly schematic perspective view of the present invention.Comprise that piston 2, master connecting rod 3, bent axle 5, crankshaft eccentric shaft put half block 6, second piece 7 of crankshaft eccentric axle sleeve, Control Shaft 12, Control Shaft rocking arm 16, pull bar 17.Equations of The Second Kind variable compression ratio is consistent with the principle of aforementioned first kind variable compression ratio, is all, by rotation and the locking of Control Shaft 12, the deflection angle of crankshaft eccentric axle sleeve is carried out to regulation and control, reaches the object of compression ratio adjustment and control.
Compare with aforementioned first kind variable compression ratio, in Equations of The Second Kind variable compression ratio, Control Shaft gear 13 is changed into Control Shaft rocking arm 16, Control Shaft rocking arm 16 is fixedly mounted on Control Shaft 12, the tooth sector of second piece 7 of crankshaft eccentric axle sleeve has also changed rocking arm into, rocking arm on second piece 7 of Control Shaft rocking arm 16 and crankshaft eccentric axle sleeve is connected by pull bar 17, and Control Shaft 12 carries out regulation and control by this group rocking arm drag link mechanism to the deflection angle of crankshaft eccentric axle sleeve.
Shown in Fig. 7 is that the compression ratio of Equations of The Second Kind variable compression ratio engine of the present invention changes principle schematic, the position relationship of the each parts of motor while having shown high compression ratio state (left figure) in figure and when low compression ratio state (right figure).In the time that motor carries out compression ratio adjustment, Control Shaft 12 rotates predetermined angle under the drive of certain actuator.Drive crankshaft eccentric axle sleeve to turn over several angle by pull bar 17, make the compression ratio of motor obtain adjustment.
Shown in Fig. 8 is the present invention's the 3rd class variable compression ratio assembly schematic perspective view.Comprise that piston 2, master connecting rod 3, bent axle 5, crankshaft eccentric shaft put half block 6, second piece 7 of crankshaft eccentric axle sleeve, Control Shaft 12, Control Shaft sprocket wheel 18, chain 19.The 3rd class variable compression ratio is consistent with the principle of aforementioned first kind variable compression ratio, is also, by rotation and the locking of Control Shaft 12, the deflection angle of crankshaft eccentric axle sleeve is carried out to regulation and control, reaches the object of engine compression ratio regulation and control.
Compare with aforementioned first kind variable compression ratio, in the 3rd class variable compression ratio, Control Shaft gear 13 has been changed into Control Shaft sprocket wheel 18, Control Shaft sprocket wheel 18 is fixedly mounted on Control Shaft 12.The tooth sector of second piece 7 of crankshaft eccentric axle sleeve has changed fan-shaped sprocket into, and crankshaft eccentric shaft puts on half block 6 also a fan-shaped sprocket, and two fan-shaped sprockets form a complete crankshaft eccentric axle sleeve sprocket wheel.Control Shaft sprocket wheel 18 and crankshaft eccentric axle sleeve sprocket wheel are by chain 19 connection for transmissions.Control Shaft 12 carries out regulation and control by this group sprocket wheel link chain mechanism to the deflection angle of crankshaft eccentric axle sleeve.
Shown in Fig. 9 is that the compression ratio of the present invention's the 3rd class variable compression ratio engine changes principle schematic, the position relationship of the each parts of motor while having shown high compression ratio state (left figure) in figure and when low compression ratio state (right figure).In the time that motor carries out compression ratio adjustment, Control Shaft 12 rotates predetermined angle under the drive of certain actuator.Drive crankshaft eccentric axle sleeve to turn over several angle by chain 19, make the compression ratio of motor obtain adjustment.
Figure 10 is the profile schematic diagram of first kind timing end offset axis driver in the present invention.Its form structure comprises power input shaft 20, driver inner slide 21, driver intermediate slider 22, driver ectosome 23 and pto＝power take-off 24.First kind timing end offset axis driver of the present invention keeps the axial location of pto＝power take-off 24 to fix in transmission process, allow the axial location of power input shaft 20 to be freely offset within the specific limits, can also guarantee the phase place Complete Synchronization between power input shaft 20 and pto＝power take-off 24 simultaneously.
Figure 11 is the primary clustering exploded perspective schematic diagram of first kind timing end offset axis driver in the present invention, and power input shaft 20 is coaxially fixedly connected with driver inner slide 21, or is fabricated to integrative-structure.Pto＝power take-off 24 is coaxially fixedly connected with driver ectosome 23, or is fabricated to integrative-structure.In driver ectosome 23, have a rectangle chute, driver intermediate slider 22 is placed in this rectangle chute.The gabarit of driver intermediate slider 22 is also rectangular configuration, and the rectangle chute width on its rectangle width and driver ectosome 23 is equal, and its rectangle length is less than the rectangle chute length on driver ectosome 23.Also there is a rectangle chute inside of driver intermediate slider 22, driver inner slide 21 is placed in the rectangle chute of driver intermediate slider 22, the gabarit of driver inner slide 21 is also rectangular configuration, rectangle chute width in its rectangle width and driver intermediate slider 22 is equal, and its rectangle length is less than the length of the rectangle chute in driver intermediate slider 22.The gabarit rectangle length of the driver intermediate slider 22 rectangle chute length direction inner with it is vertical, therefore, driver inner slide 21 is vertical with respect to the glide direction of driver ectosome 23 with driver intermediate slider 22 with respect to the glide direction of driver intermediate slider 22.
Figure 12 is first kind timing end offset axis driver theory structure floor map in the present invention, has further shown its working principle in figure.In coordinate-system shown in the figure, can only be along the translation slip of y axle direction in the rectangle chute of driver inner slide 21 in driver intermediate slider 22, and driver intermediate slider 22 can only be along the translation slip of x axle direction in the rectangle chute of driver ectosome 23, thereby driver inner slide 21 is all freely with respect to driver ectosome 23 in x and two degrees of freedom of y.That is to say, driver inner slide 21 can translation in x-y plane with respect to driver ectosome 23, but can not relatively rotate.Because power input shaft 20 and driver inner slide 21 are coaxially fixing.Pto＝power take-off 24 and driver ectosome 23 are coaxially fixing.This just makes the relative position of axis between power input shaft 20 and pto＝power take-off 24 change, and transmission phase place but can keep Complete Synchronization, has guaranteed that the timing system of motor is not subject to the impact of engine compression ratio adjusting.
The principle of above-mentioned first kind timing end offset axis driver also can be applied to flywheel end offset axis driver, is the requirement that meets the output of flywheel end offset axis driver high pulling torque power when application, needs careful check structural strength when design.
Figure 13 is Equations of The Second Kind timing end offset axis driver schematic perspective view in the present invention.Its structure comprises power input shaft 20, preposition drive plate 25, cylinder roller 26, crosshead shoe 27, rear transmission dish 28, pto＝power take-off 24.Power input shaft 20 and preposition drive plate 25 are coaxially fixing, or are made as integrative-structure.Pto＝power take-off 24 and rear transmission dish 28 are coaxially fixing, or are made as integrative-structure.
Figure 14 is Equations of The Second Kind timing end offset axis driver primary clustering exploded perspective schematic diagram in the present invention.Two pairs of cylinder rollers 26 are all installed on preposition drive plate 25 and rear transmission dish 28, and it is wide that the width between every pair of cylinder roller 26 holds the spider of crosshead shoe 27 just.
Figure 15 is that in the present invention, Equations of The Second Kind timing end offset axis driver primary clustering is related to schematic perspective view.Two pairs of cylinder rollers 26 on preposition drive plate 25 or rear transmission dish 28 can retrain crosshead shoe 27 and only can slide along a direction.In system of coordinates shown in the figure, crosshead shoe 27 only can slide along y axle direction with respect to rear transmission dish 28, and crosshead shoe 27 only can slide along x axle direction with respect to preposition drive plate 25.Thereby preposition drive plate 25 is all freely with respect to rear transmission dish 28 in x and two degrees of freedom of y.That is to say, preposition drive plate 25 can translation in x-y plane with respect to rear transmission dish 28, but can not relatively rotate.In the time having relativity shift between power input shaft 20 and pto＝power take-off 24, can compensate with respect to the slip of cylinder roller 26 by crosshead shoe 27, realize the transmission of power of offset axis, guarantee the Complete Synchronization of transmission phase place simultaneously.
The principle of above-mentioned Equations of The Second Kind timing end offset axis driver also can be applied to flywheel end offset axis driver, is the requirement that meets the output of flywheel end offset axis driver high pulling torque power when application, needs careful check structural strength when design.
Figure 16 is first kind flywheel end offset axis driver schematic perspective view in the present invention.Its form structure comprises power input shaft 20, external gear 29, internal gear 30 and pto＝power take-off 24.External gear 29 and internal gear 30 engage, and two distance between shafts of gear engagement and the throw of eccentric of crankshaft eccentric axle sleeve equate.Power input shaft 20 is coaxially fixedly connected with external gear 29, and pto＝power take-off 24 is coaxially fixedly connected with internal gear 30.Transmission process medium power output shaft 24 axial location are fixed, but allow the axis tilt of the axis moving power output shaft 24 of power input shaft 20, and the distance between shafts that in deflection, external gear 29 and internal gear 30 engage remains unchanged.
In Figure 17 the present invention, first kind flywheel end offset axis driver and bent axle coupling shaft line position are related to schematic diagram.The axis 204 of power input shaft 20 and the main journal axis 203 of bent axle 5 of first kind flywheel end offset axis driver overlap, power input shaft 20 is fixedly connected with or is structure as a whole with bent axle 5, and the axis 205 of pto＝power take-off 24 and the periphery axis 202 of crankshaft eccentric axle sleeve overlap.In the time that engine compression ratio regulates, crankshaft eccentric axle sleeve deflects, the periphery axis 202 of the main journal axis 203 flexing eccentric shaft axle sleeves of bent axle 5 turns over several angle, the identical angle of axis 205 deflections of the axis 204 meeting moving power output shafts 24 of power input shaft 20, distance between shafts equals the throw of eccentric of crankshaft eccentric axle sleeve all the time.Distance between shafts is constant has kept gear-driven best fit, has guaranteed transmission efficiency, has reduced wearing and tearing.
The gear transmission structure that in the present invention, first kind flywheel end offset axis driver adopts can transmit large moment of torsion, but transmission phase place can not keep synchronizeing with bent axle.
Figure 18 is Equations of The Second Kind flywheel end offset axis driver schematic perspective view in the present invention.Figure 19 is Equations of The Second Kind flywheel end offset axis driver cross-sectional plane structural representation in the present invention.Its structure comprises power input shaft 20, power input gear 31, internal gear 32, power output gear 33, pto＝power take-off 24.Power input shaft 20 is coaxially fixedly connected with power input gear 31, or is made as integrative-structure.Pto＝power take-off 24 is coaxially fixedly connected with power output gear 33, or is made as integrative-structure.Power input gear 31 and power output gear 33 all engage with internal gear 32, and mesh phase differs 180 degree.Distance between shafts between the axis 204 of power input shaft 20 and the axis 205 of pto＝power take-off 24 and the throw of eccentric of crankshaft eccentric axle sleeve equate.Power input gear 31 is identical with power output gear 33 sizes and the number of teeth.
Figure 20 is Equations of The Second Kind flywheel end offset axis driver operating principle schematic diagram in the present invention.For being easy to express, in figure, power input gear 31 and power output gear 33 are dwindled.
Figure 21 is that in the present invention, Equations of The Second Kind flywheel end offset axis driver and bent axle coupling shaft line position are related to schematic diagram.The axis 204 of power input shaft 20 and the main journal axis 203 of bent axle 5 of Equations of The Second Kind flywheel end offset axis driver overlap, power input shaft 20 is fixedly connected with or is structure as a whole with bent axle 5, and the axis 205 of pto＝power take-off 24 and the periphery axis 202 of crankshaft eccentric axle sleeve overlap.In the time that engine compression ratio changes, crankshaft eccentric axle sleeve deflects, the identical angle of axis 205 deflections of the axis 204 moving power output shafts 24 of power input shaft 20, and distance between shafts equates with the throw of eccentric of crankshaft eccentric axle sleeve all the time.Distance between shafts is constant makes gear transmission always in best fit, has guaranteed transmission efficiency, has reduced wearing and tearing.
The gear transmission structure that in the present invention, Equations of The Second Kind flywheel end offset axis driver adopts can transmit large moment of torsion, has also guaranteed transmission phase place and bent axle Complete Synchronization simultaneously.Therefore, the structural principle of above-mentioned Equations of The Second Kind flywheel end offset axis driver also can be applied to timing end offset axis driver.
Claims (10)
1. a variable compression ratio engine, comprise: bent axle, crankshaft eccentric axle sleeve, Control Shaft, timing end offset axis driver and flywheel end offset axis driver, crankshaft eccentric axle sleeve is arranged on the main journal of bent axle, the axial location of Control Shaft is fixing and parallel with the axis of bent axle, it is characterized in that: between Control Shaft and crankshaft eccentric axle sleeve, pass through chain, pull bar or gear transmission mode interlock, Control Shaft rotates and can drive crankshaft eccentric axle sleeve to rotate, crankshaft center line position is offset, timing end offset axis driver is arranged on the timing end of bent axle, flywheel end offset axis driver is arranged on the flywheel end of bent axle.
2. variable compression ratio engine as claimed in claim 1, is characterized in that: crankshaft eccentric axle sleeve is subdivision structure, is divided into crankshaft eccentric shaft and puts half block and second piece two-part of crankshaft eccentric axle sleeve.
3. variable compression ratio engine as claimed in claim 1, is characterized in that: the lower half block of crankshaft eccentric axle sleeve, with tooth sector structure, is provided with Control Shaft gear on Control Shaft, the tooth sector engagement of the lower half block of Control Shaft gear and crankshaft eccentric axle sleeve.
4. variable compression ratio engine as claimed in claim 1, is characterized in that: second piece of crankshaft eccentric axle sleeve, with rocker structure, is provided with Control Shaft rocking arm on Control Shaft, and Control Shaft rocking arm is connected by pull bar with the rocking arm of second piece of crankshaft eccentric axle sleeve.
5. variable compression ratio engine as claimed in claim 1, is characterized in that: crankshaft eccentric shaft puts with sprocket wheel, and Control Shaft sprocket wheel is installed on Control Shaft, and the sprocket wheel that Control Shaft sprocket wheel and crankshaft eccentric shaft put is by chain connection for transmission.
6. variable compression ratio engine as claimed in claim 1, it is characterized in that: the structure of timing end offset axis driver comprises power input shaft, driver inner slide, driver intermediate slider, driver ectosome and pto＝power take-off, power input shaft is coaxially fixedly connected with or is structure as a whole with driver inner slide, pto＝power take-off is coaxially fixedly connected with or is structure as a whole with driver ectosome, on the end face of driver ectosome perpendicular to axis, there is a rectangle chute, driver intermediate slider is placed in the rectangle chute of driver ectosome, the gabarit of driver intermediate slider is rectangular configuration, the rectangle chute width of gabarit rectangle width and driver ectosome equates, gabarit rectangle length is less than the rectangle chute length of driver ectosome, and can slide at the length direction of rectangle chute, also there is a rectangle chute inside of driver intermediate slider, driver inner slide is placed in the rectangle chute of driver intermediate slider, the gabarit of driver inner slide is also rectangular configuration, rectangle chute width in gabarit rectangle width and driver intermediate slider equates, gabarit rectangle length is less than the length of the rectangle chute in driver intermediate slider, and can slide at the length direction of rectangle chute, driver inner slide is vertical with respect to the glide direction of driver ectosome with driver intermediate slider with respect to the glide direction of driver intermediate slider, the main journal of power input shaft and bent axle is coaxial, the axial location of pto＝power take-off is fixed.
7. variable compression ratio engine as claimed in claim 1, it is characterized in that: the structure of timing end offset axis driver comprises power input shaft, preposition drive plate, cylinder roller, crosshead shoe, rear transmission dish, pto＝power take-off, power input shaft is coaxially fixedly connected with or is structure as a whole with preposition drive plate, pto＝power take-off is coaxially fixedly connected with or is structure as a whole with rear transmission dish, two pairs of cylinder rollers are all installed on preposition drive plate and rear transmission dish, it is wide that width between every pair of cylinder roller holds the arm of crosshead shoe just, on crosshead shoe, there are four arms, two arms of alternate position are placed on respectively between two pairs of cylinder rollers on preposition drive plate, another two arms of crosshead shoe are placed on respectively between two pairs of cylinder rollers on rear transmission dish, the main journal of power input shaft and bent axle is coaxial, the axial location of pto＝power take-off is fixed.
8. variable compression ratio engine as claimed in claim 1, it is characterized in that: the structure of flywheel end offset axis driver comprises power input shaft, external gear, internal gear, pto＝power take-off, power input shaft is coaxially fixedly connected with or is structure as a whole with external gear, pto＝power take-off is coaxially fixedly connected with or is structure as a whole with internal gear, engagement in external gear and internal gear, the distance between shafts of gear engagement and the throw of eccentric of crankshaft eccentric axle sleeve equate, the main journal of power input shaft and bent axle is coaxial, the periphery dead in line of the axis of pto＝power take-off and crankshaft eccentric axle sleeve.
9. variable compression ratio engine as claimed in claim 1, it is characterized in that: the structure of flywheel end offset axis driver comprises power input shaft, power input gear, internal gear, power output gear, pto＝power take-off, power input shaft is coaxially fixedly connected with or is structure as a whole with power input gear, pto＝power take-off is coaxially fixedly connected with or is structure as a whole with power output gear, power input gear is identical with power output gear size and the number of teeth, the two all engages with internal gear, mesh phase differs 180 degree, the main journal of power input shaft and bent axle is coaxial, the periphery dead in line of the axis of pto＝power take-off and crankshaft eccentric axle sleeve.
10. flywheel end offset axis driver as claimed in claim 9, is characterized in that: its structural type also can be applied to timing end offset axis driver.
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| CN201210506811.XA CN103850809A (en) | 2012-12-01 | 2012-12-01 | Continuous variable compression ratio engine |
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| CN201210506811.XA CN103850809A (en) | 2012-12-01 | 2012-12-01 | Continuous variable compression ratio engine |
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Application publication date: 20140611 |