Variable compression ratio device with self-locking structure

A technology of self-locking structure and compression ratio, which is applied in engine control, machine/engine, mechanical equipment, etc., can solve the problem of inability to adjust the compression ratio of multi-cylinder engines synchronously, unable to be put into large-scale applications, and unable to detect piston strokes, etc. problems, to achieve the effect of convenient adjustment and control, small hydraulic drive torque, and avoid damage

Inactive Publication Date: 2013-01-23
沈大兹
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0012] The above-mentioned existing technologies all have their own different deficiencies, or the complex structure leads to low reliability, or a large vibration is generated after being stressed, or the exact position of the piston stroke cannot be detected

Method used

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  • Variable compression ratio device with self-locking structure
  • Variable compression ratio device with self-locking structure
  • Variable compression ratio device with self-locking structure

Examples

Experimental program
Comparison scheme
Effect test

Example Embodiment

[0073] Example 1

[0074] First see figure 1 , figure 1 Shown is the exploded view of the first solution of the variable compression ratio device with self-locking structure of the present invention. The variable compression ratio device is installed on the crankshaft 1 and the piston connecting rod assembly 4 of the engine, and includes: an eccentric bushing assembly 2, a transmission shaft and a gear assembly 3, a driver assembly 5 and a control valve assembly. into 6 (see Figure 10 ).

[0075] The crankshaft 1 is provided with a main journal 16 at the end, a number of main journals 18 and a number of connecting rod journals 14, the outer circumference of the connecting rod journal 14 forms the outer cylindrical surface 15 of the connecting rod journal; the crankshaft centerline 13 is In the center, a cylindrical hole 11 is opened in the main journal 16, and a plurality of cylindrical holes 12 are opened in the main journals 18. The centerlines of the cylindrical holes ...

Example Embodiment

[0152] Embodiment 2

[0153] Figure 11 , Figure 12 and Figure 13 It is a schematic diagram of the second embodiment. The second embodiment is generally the same as the first embodiment, except that the eccentric shaft sleeve assembly 2 of the first embodiment is replaced with an eccentric shaft sleeve assembly 2'. The gears 28 on both ends of the eccentric bushing assembly 2' are sector-shaped internal gears with a rotation angle of less than 360 degrees, see Figure 13 , and form internal meshing with the main transmission shaft 31 and the transmission gear 33 on the transmission shaft 32 .

[0154] When the compression ratio needs to be increased or decreased, the rotation direction of the rotating impeller 53 is opposite to that of the first embodiment.

[0155] In order to provide a sufficient amount of stroke change, the rotation angle of the rotating impeller 53 needs to be larger, and the parameters of the meshing gear pair (33, 28) need to be modified accordingl...

Example Embodiment

[0157] Embodiment 3

[0158] Figure 14 , Figure 15 and Figure 16 It is a schematic diagram of Embodiment 3, which is generally the same as Embodiment 1, except that the transmission shaft and gear assembly 3 of Embodiment 1 are replaced with a transmission sleeve and gear assembly 3'. The transmission sleeve and gear assembly 3' includes a plurality of transmission sleeves 36 and a plurality of transmission gears 361; The outer peripheries of the main journals 16 and 18 of the crankshaft 1 rotate around the crankshaft centerline 13 ; the plurality of transmission gears 361 are internal gears and are respectively fixed at both ends of the transmission sleeves 36 , and the transmission gears 361 are fan-shaped with a rotation angle of less than 360 degrees. The internal gear can be directly opened at the end of the transmission sleeve 36, and the gear 361 forms an internal meshing with the gears 20 on both ends of each eccentric shaft sleeve assembly 2 (see Figure 16 ). ...

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PUM

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Abstract

The invention discloses a variable compression ratio device with a self-locking structure for an engine. The device comprises an eccentric shaft sleeve assembly, a transmission shaft, a gear assembly, a driver assembly and a control valve assembly, and the structure meets the first self-locking condition that f1*r1+f2*r2 is more than or equal to e. The variable compression ratio device has the self-locking capacity in a crank angle area of engine explosion pressure pulse, the huge explosion pressure of the top of a piston can be borne, the pressure is not transmitted to a transmission system, the structural damage is reduced, and the reliability of the device is improved; and the compression ratio of each cylinder can be accurately and synchronously adjusted through low driving torque only outside the crank angle area of explosion pressure pulse, so that the engine always operates at the highest efficiency regardless of conditions of full load or partial load. The variable compression ratio device has the advantages of convenience in adjustment and control, low power consumption, simple structure and low cost and is suitable for various engines.

Description

technical field [0001] The invention relates to a variable compression ratio device for a reciprocating piston engine in a vehicle, in particular to a variable compression ratio device with a self-locking structure, which belongs to the technical field of automobiles. Background technique [0002] As we all know, the combustion efficiency of a vehicle engine directly determines the output efficiency of the engine, and improving the efficiency of the engine plays a vital role in reducing carbon emissions and reducing the consumption of fuels such as petroleum. [0003] In recent years, with the improvement of a series of technologies such as engine electronic control technology, the effective efficiency of gasoline engines for vehicles has reached a relatively high level of 32-35% at full load, and under partial load conditions (vehicles under normal use conditions) Most of them are partial loads), and its effective efficiency is about 20-24%, which means that there is still ...

Claims

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Application Information

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IPC IPC(8): F02D15/02
Inventor 沈大兹
Owner 沈大兹
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