V-type engine and control method

Abstract

The present application relates to the technical field of V-type engine, and particularly relates to a V-type engine and a control method, the V-type engine comprising an engine body; a crankshaft, which is rotationally arranged in the engine body; a first piston assembly and a second piston assembly, which are arranged at an angle on the engine body; a plurality of first telescopic connecting rods, one end of each of the first telescopic connecting rods being arranged on the crankshaft, and the other end of each of the first telescopic connecting rods being arranged on the first piston assembly; and a plurality of second telescopic connecting rods, one end of each of the second telescopic connecting rods being arranged on the crankshaft, and the other end of each of the first telescopic connecting rods being arranged on the second piston assembly. The present application can take into account various use scenarios, so that the V-type engine can take into account both economy and power.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of V-type engine, and particularly relates to a V-type engine and a control method. BACKGROUND

[0002] With the development of the automobile industry, more and more automobiles enter the production and life, and the automobiles provide great convenience for logistics transportation and traffic travel. The power source on the automobile is an engine, and the performance of the engine determines the performance of the automobile. According to the arrangement form, the engine can be classified into an in-line engine, a V-type engine and a W-type engine. Intuitively, the V-type engine can be regarded as two in-line engines coupled together by sharing a crankshaft and working at different angles. Compared with the in-line engine, the V-type engine and the W-type engine have the characteristics of compact structure and high power performance, and the timing system thereof is more complex and needs to work cooperatively to ensure the normal operation of the V-type engine.

[0003] In the daily use of the V-type or W-type engine, the needs of customers are different for different working conditions. For the urban running working condition, the customer needs better economy of the whole vehicle, and for the highway working condition, the customer needs excellent power performance. The traditional V-type or W-type engine cannot meet various use scenarios.

[0004] Therefore, a V-type engine and a control method are needed to solve the above problems. SUMMARY

[0005] The present application aims to provide a V-type engine and a control method, which can meet various use scenarios and make the V-type engine meet economy and power performance.

[0006] To achieve the above purpose, the present application adopts the following technical scheme:

[0007] The V-type engine comprises:

[0008] An engine body;

[0009] A crankshaft, which is rotationally arranged in the engine body;

[0010] A first piston assembly and a second piston assembly, which are arranged at an angle on the engine body;

[0011] A plurality of first telescopic connecting rods, one end of each of the first telescopic connecting rods being arranged on the crankshaft, the other end of each of the first telescopic connecting rods being arranged on the first piston assembly, and each of the first telescopic connecting rods being capable of being elongated to adjust the position of the first piston assembly in a first cylinder of the engine body;

[0012] a plurality of second telescopic links, one end of the second telescopic links is arranged on the crankshaft, the other end of the first telescopic links is arranged on the second piston assembly, the second telescopic links can be shortened to adjust the position of the second piston assembly in the second cylinder of the engine body;

[0013] a first chain transmission assembly, the first chain transmission assembly is in driving connection with the crankshaft;

[0014] a first intake assembly, the first intake assembly is in driving connection with the first chain transmission assembly, and the intake profile wrap angle of a first intake camshaft assembly of the first intake assembly can be adjusted;

[0015] a first exhaust assembly, the first exhaust assembly is in driving connection with the first chain transmission assembly;

[0016] a second chain transmission assembly, the second chain transmission assembly is in driving connection with the crankshaft;

[0017] a second exhaust assembly, the second exhaust assembly is in driving connection with the second chain transmission assembly;

[0018] a second intake assembly, the second intake assembly is in driving connection with the second chain transmission assembly, and the intake profile wrap angle of a second intake camshaft assembly of the second intake assembly can be adjusted.

[0019] Further, the first chain transmission assembly comprises a first chain, a first idler and a first rotating shaft, the first chain is sleeved on the crankshaft and the first idler, the first idler is rotationally arranged on the first rotating shaft, the first rotating shaft is rotationally arranged on the engine body, and the first intake assembly and the first exhaust assembly are in driving connection with the first rotating shaft.

[0020] Further, the first intake assembly comprises a first drive sprocket, the first intake camshaft assembly and a first phase adjuster, the first drive sprocket is in driving connection with the first rotating shaft through a second chain, the first drive sprocket is arranged on the first phase adjuster, the first phase adjuster is arranged on the first intake camshaft assembly, and the first intake camshaft assembly is rotationally arranged on the engine body.

[0021] Further, the first exhaust assembly comprises a second drive sprocket and a first exhaust camshaft assembly, the second drive sprocket is in driving connection with the first rotating shaft through a second chain, the second drive sprocket is in driving connection with the first exhaust camshaft assembly, and the first exhaust camshaft assembly is rotationally arranged on the engine body.

[0022] Further, the first exhaust assembly further comprises a second phase adjuster, the second transmission sprocket is arranged on the second phase adjuster, and the second phase adjuster is arranged on the first exhaust camshaft assembly.

[0023] Further, the second chain transmission assembly comprises a third chain, a second idler and a second rotating shaft, the third chain is sleeved on the crankshaft and the second idler, the second idler is rotationally arranged on the second rotating shaft, the second rotating shaft is rotationally arranged on the engine body, and the second exhaust assembly and the second intake assembly are in transmission connection with the second rotating shaft.

[0024] Further, the second exhaust assembly comprises a third transmission sprocket, the second exhaust camshaft assembly and a third phase adjuster, the third transmission sprocket is in transmission connection with the second rotating shaft through a fourth chain, the third transmission sprocket is arranged on the third phase adjuster, the third phase adjuster is arranged on the second exhaust camshaft assembly, and the second exhaust camshaft assembly is rotationally arranged on the engine body.

[0025] Further, the second intake assembly comprises a fourth transmission sprocket and a second intake camshaft assembly, the fourth transmission sprocket is in transmission connection with the second rotating shaft through a fourth chain, the fourth transmission sprocket is in transmission connection with the second intake camshaft assembly, and the second intake camshaft assembly is rotationally arranged on the engine body.

[0026] Further, a torque damper is fixedly arranged on one end of the crankshaft.

[0027] The control method is used for controlling the V-type engine as described above, and comprises the following steps:

[0028] The first operating mode in the city: the second piston assembly does not work, the first telescopic connecting rod is elongated to a first set length, so as to obtain a first compression ratio, the intake profile wrap angle of the first intake camshaft assembly of the first intake assembly is reduced from a first wrap angle to a second wrap angle, so that the power stroke is greater than the compression stroke;

[0029] The second operating mode in the city: the first piston assembly does not work, the second telescopic connecting rod is shortened to a second set length, so as to obtain a second compression ratio, the second compression ratio is less than the first compression ratio, the intake profile wrap angle of the second intake camshaft assembly of the second intake assembly is reduced from a first wrap angle to a third wrap angle, the third wrap angle is greater than the second wrap angle, so that the intake amount is increased to improve the power of the engine;

[0030] Highway working condition: both the first piston assembly and the second piston assembly work, both the first telescopic connecting rod and the second telescopic connecting rod are shortened to the second set length, and the intake profile wrap angles of the first intake camshaft assembly and the second intake camshaft assembly are reduced from the first wrap angle to the third wrap angle.

[0031] Advantages of the present application:

[0032] The V-type engine provided by the present application comprises a crankshaft rotatably arranged on an engine body, a first piston assembly and a second piston assembly arranged at an angle on the engine body, a plurality of first telescopic connecting rods respectively in driving connection with the first piston assembly and the crankshaft, and a plurality of second telescopic connecting rods respectively in driving connection with the first piston assembly and the crankshaft. The first piston assembly and the second piston assembly can drive the crankshaft to rotate. The crankshaft drives the first intake assembly and the first exhaust assembly to work through the first chain transmission assembly, and drives the second exhaust assembly and the second intake assembly to work through the second chain transmission assembly. The length of the first telescopic connecting rod and the second telescopic connecting rod can be adjusted, so that the position of the first piston assembly in the first cylinder and the position of the second piston assembly in the second cylinder can be adjusted. Moreover, the intake profile wrap angle of the first intake assembly and the second intake assembly can be adjusted, so that the intake amount during combustion can be adjusted. During engine working, the first piston assembly and / or the second piston assembly can be controlled to work according to different working conditions, while the first exhaust assembly and the second intake assembly cooperate to adjust the position of the piston, and the first intake assembly and the second intake assembly control the intake amount, so that various use scenarios can be taken into account, and the V-type engine can take into account both economy and power.

[0033] The control method provided by the present application is used for controlling the V-type engine as described above, and can take into account various use scenarios, so that the V-type engine can take into account both economy and power. BRIEF DESCRIPTION OF DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art according to the contents of the embodiments of the present application and the drawings without any creative labor.

[0035] Figure 1 is a schematic view of a V-type engine of the present application.

[0036] In the drawings:

[0037] 1, crankshaft; 11, torque damper; 2, first chain drive assembly; 21, first rotation shaft; 22, first idler; 23, first chain; 3, first intake assembly; 31, first phase adjuster; 32, first intake camshaft assembly; 33, second chain; 4, first piston assembly; 41, first telescopic connecting rod; 5, first exhaust assembly; 51, first exhaust camshaft assembly; 52, second phase adjuster; 6, second piston assembly; 61, second telescopic connecting rod; 7, second chain drive assembly; 71, second rotation shaft; 72, second idler; 73, third chain; 8, second exhaust assembly; 81, third phase adjuster; 82, second exhaust camshaft assembly; 83, fourth chain; 9, second intake assembly; 91, second intake camshaft assembly; 92, fourth phase adjuster. DETAILED DESCRIPTION

[0038] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. The components of the embodiments of the present application described and shown in the accompanying drawings can be arranged and designed in various different configurations.

[0039] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative labor are within the scope of protection of the present application.

[0040] It should be noted that: similar reference numerals and letters represent similar items in the following drawings, therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0041] In the description of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship when the product of the present application is usually placed, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used for differentiation, and cannot be understood as indicating or implying relative importance. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0042] In the description of the present application, it is necessary to point out that, unless otherwise explicitly specified and limited, the terms "arrangement", "connection" should be understood broadly, for example, can be fixedly connected, can be detachably connected, or integrally connected; can be mechanically connected, or electrically connected. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0043] In the present application, unless otherwise explicitly specified and limited, "on" or "under" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, "on", "above" and "over" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the first feature is higher in horizontal height than the second feature. "Under", "below" and "under" of the first feature to the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the first feature is lower in horizontal height than the second feature.

[0044] The embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0045] The engine of the power source on the automobile, the performance of the engine determines the performance of the automobile. According to the arrangement form, the engine can be classified into in-line engine, V-type engine and W-type engine. Intuitively, the V-type engine can be regarded as two in-line engines coupled together by sharing a crankshaft according to different angles. Compared with the in-line engine, the V-type engine and the W-type engine have the characteristics of compact structure and high power performance, and the timing system thereof is more complex, and needs to work cooperatively to ensure the normal operation of the V-type engine.

[0046] In order to take into account various use scenarios, so that the V-type engine takes into account the economy and the power performance, as shown in the prior art, Figure 1 As shown in the prior art, the present application provides a V-type engine. The V-type engine comprises an engine body, a crankshaft 1, a first piston assembly 4, a second piston assembly 6, a plurality of first telescopic connecting rods 41, a plurality of second telescopic connecting rods 61, a first chain transmission assembly 2, a second chain transmission assembly 7, a first intake assembly 3, a first exhaust assembly 5, a second exhaust assembly 8 and a second intake assembly 9.

[0047] The crankshaft 1 is rotationally arranged in the engine body; the first piston assembly 4 and the second piston assembly 6 are arranged at an angle on the engine body; one end of the first telescopic connecting rod 41 is arranged on the crankshaft 1, the other end of the first telescopic connecting rod 41 is arranged on the first piston assembly 4, and the first telescopic connecting rod 41 can be elongated to adjust the position of the first piston assembly 4 in the first cylinder of the engine body; one end of the second telescopic connecting rod 61 is arranged on the crankshaft 1, and the other end of the first telescopic connecting rod 41 is arranged on the second piston assembly 6, and the second telescopic connecting rod 61 can be shortened to adjust the position of the second piston assembly 6 in the second cylinder of the engine body. The first chain transmission assembly 2 is in driving connection with the crankshaft 1; the first intake assembly 3 is in driving connection with the first chain transmission assembly 2, and the intake profile wrap angle of the first intake camshaft assembly 32 of the first intake assembly 3 can be adjusted; the first exhaust assembly 5 is in driving connection with the first chain transmission assembly 2; the second chain transmission assembly 7 is in driving connection with the crankshaft 1; the second exhaust assembly 8 is in driving connection with the second chain transmission assembly 7; the second intake assembly 9 is in driving connection with the second chain transmission assembly 7, and the intake profile wrap angle of the second intake camshaft assembly 91 of the second intake assembly 9 can be adjusted.

[0048] During engine operation, according to different working conditions, the first piston assembly 4 and / or the second piston assembly 6 can be controlled to work, while the first exhaust assembly 5 and the second intake assembly 9 cooperate to adjust the position of the piston, and the first intake assembly 3 and the second intake assembly 9 control the intake amount, so as to take into account various use scenarios, so that the V-type engine takes into account economy and power.

[0049] Further, the first chain transmission assembly 2 includes a first chain 23, a first idler 22 and a first rotating shaft 21, the first chain 23 is drivingly sleeved on the crankshaft 1 and the first idler 22, the first idler 22 is rotationally arranged on the first rotating shaft 21, the first rotating shaft 21 is rotationally arranged on the engine body, and the first intake assembly 3 and the first exhaust assembly 5 are both in driving connection with the first rotating shaft 21. Through the above arrangement, during the working rotation of the crankshaft 1, the crankshaft 1 drives the first chain 23 to rotate, the first chain 23 drives the first rotating shaft 21 to rotate, and the first rotating shaft 21 drives the first intake assembly 3 and the first exhaust assembly 5 to work, thereby realizing engine intake and exhaust control without the need for additional power sources.

[0050] Further, the first intake assembly 3 comprises a first transmission sprocket, a first intake camshaft assembly 32 and a first phase adjuster 31, the first transmission sprocket is in transmission connection with the first rotating shaft 21 through a second chain 33, the first transmission sprocket is arranged on the first phase adjuster 31, the first phase adjuster 31 is arranged on the first intake camshaft assembly 32, and the first intake camshaft assembly 32 is rotationally arranged on the engine body. Specifically, the first rotating shaft 21 is driven by the first chain 23, the first rotating shaft 21 drives the first transmission sprocket to rotate through the second chain 33, so as to drive the first intake camshaft assembly 32 to rotate, thereby realizing the intake. The cooperation of the first chain 23 and the second chain 33 can shorten the length of a single chain, thereby avoiding the problem of shaking caused by the excessive length of the chain in transmission. The first phase adjuster 31 can adjust the relative angle between the first intake camshaft assembly 32 and the first transmission sprocket according to the actual control needs, so as to adjust the intake profile wrap angle of the first intake camshaft assembly 32, and further adjust the intake amount of the first cylinder during engine operation.

[0051] Further, the first exhaust assembly 5 comprises a second transmission sprocket and a first exhaust camshaft assembly 51, the second transmission sprocket is in transmission connection with the first rotating shaft 21 through the second chain 33, the second transmission sprocket is in transmission connection with the first exhaust camshaft assembly 51, and the first exhaust camshaft assembly 51 is rotationally arranged on the engine body. The second chain 33 is driven by the first rotating shaft 21 to drive the second transmission sprocket, thereby driving the first exhaust camshaft assembly 51 to perform exhaust operation.

[0052] Further, the first exhaust assembly 5 further comprises a second phase adjuster 52, the second transmission sprocket is arranged on the second phase adjuster 52, and the second phase adjuster 52 is arranged on the first exhaust camshaft assembly 51. By arranging the second phase adjuster 52, the exhaust profile wrap angle of the first exhaust camshaft assembly 51 can be adjusted as needed, thereby achieving the purpose of controlling the exhaust.

[0053] Further, the second chain transmission assembly 7 comprises a third chain 73, a second idler 72 and a second rotating shaft 71, the third chain 73 is transmissionally arranged on the crankshaft 1 and the second idler 72, the second idler 72 is rotationally arranged on the second rotating shaft 71, the second rotating shaft 71 is rotationally arranged on the engine body, and the second exhaust assembly 8 and the second intake assembly 9 are in transmission connection with the second rotating shaft 71. Through the above arrangement, in the process of working rotation of the crankshaft 1, the crankshaft 1 drives the third chain 73 to rotate, the third chain 73 drives the second rotating shaft 71 to rotate through the second idler 72, and the second rotating shaft 71 drives the second exhaust assembly 8 and the second intake assembly 9 to work, thereby realizing the intake and exhaust control of the other group of cylinders of the engine without additional power source.

[0054] Further, the second exhaust assembly 8 comprises a third transmission sprocket, a second exhaust camshaft assembly 82 and a third phase adjuster 81, the third transmission sprocket is in transmission connection with the second rotating shaft 71 through a fourth chain 83, the third transmission sprocket is arranged on the third phase adjuster 81, the third phase adjuster 81 is arranged on the second exhaust camshaft assembly 82, and the second exhaust camshaft assembly 82 is rotationally arranged on the engine body. Specifically, the second rotating shaft 71 is driven by the third chain 73, the second rotating shaft 71 drives the third transmission sprocket to rotate through the fourth chain 83, so as to drive the second exhaust camshaft assembly 82 to rotate, thereby achieving exhaust. The cooperation of the third chain 73 and the fourth chain 83 can shorten the length of a single chain, thereby avoiding the problem of shaking caused by the excessive length of the chain in transmission. The third phase adjuster 81 can adjust the relative angle between the second exhaust camshaft assembly 82 and the third transmission sprocket according to the actual control needs, so as to achieve the purpose of adjusting the exhaust profile wrap angle of the second exhaust camshaft assembly 82, and further adjust the exhaust volume of the second cylinder during engine operation.

[0055] Further, the second exhaust assembly 8 comprises a third transmission sprocket, a second exhaust camshaft assembly 82 and a third phase adjuster 81, the third transmission sprocket is in transmission connection with the second rotating shaft 71 through a fourth chain 83, the third transmission sprocket is arranged on the third phase adjuster 81, the third phase adjuster 81 is arranged on the second exhaust camshaft assembly 82, and the second exhaust camshaft assembly 82 is rotationally arranged on the engine body. Specifically, the second rotating shaft 71 is driven by the third chain 73, the second rotating shaft 71 drives the third transmission sprocket to rotate through the fourth chain 83, so as to drive the second exhaust camshaft assembly 82 to rotate, thereby achieving exhaust. The cooperation of the third chain 73 and the fourth chain 83 can shorten the length of a single chain, thereby avoiding the problem of shaking caused by the excessive length of the chain in transmission. The third phase adjuster 81 can adjust the relative angle between the second exhaust camshaft assembly 82 and the third transmission sprocket according to the actual control needs, so as to achieve the purpose of adjusting the exhaust profile wrap angle of the second exhaust camshaft assembly 82, and further adjust the exhaust volume of the second cylinder during engine operation.

[0056] Further, the second exhaust assembly 8 comprises a third transmission sprocket, a second exhaust camshaft assembly 82 and a third phase adjuster 81, the third transmission sprocket is in transmission connection with the second rotating shaft 71 through a fourth chain 83, the third transmission sprocket is arranged on the third phase adjuster 81, the third phase adjuster 81 is arranged on the second exhaust camshaft assembly 82, and the second exhaust camshaft assembly 82 is rotationally arranged on the engine body. Specifically, the second rotating shaft 71 is driven by the third chain 73, the second rotating shaft 71 drives the third transmission sprocket to rotate through the fourth chain 83, so as to drive the second exhaust camshaft assembly 82 to rotate, thereby achieving exhaust. The cooperation of the third chain 73 and the fourth chain 83 can shorten the length of a single chain, thereby avoiding the problem of shaking caused by the excessive length of the chain in transmission. The third phase adjuster 81 can adjust the relative angle between the second exhaust camshaft assembly 82 and the third transmission sprocket according to the actual control needs, so as to achieve the purpose of adjusting the exhaust profile wrap angle of the second exhaust camshaft assembly 82, and further adjust the exhaust volume of the second cylinder during engine operation.

[0057] Further, the V-type engine further comprises a torque damper 11, which is fixedly arranged on one end of the crankshaft 1. By arranging the torque damper 11, the abnormal vibration of the crankshaft 1 caused by engine operation can be eliminated, and the normal rotation of the crankshaft 1 can be ensured.

[0058] The embodiment also provides a control method for controlling the V-type engine as above, comprising the following steps:

[0059] The first urban operating mode: the second piston assembly 6 does not work, the first telescopic connecting rod 41 is extended to the first set length, so that the first compression ratio is obtained, the intake profile wrap angle of the first intake camshaft assembly 32 of the first intake assembly 3 is reduced from the first wrap angle to the second wrap angle, so that the working stroke is greater than the compression stroke; specifically, the first urban operating mode is for the congestion condition of the city, the first telescopic connecting rod 41 is extended to the first set length, so that the first piston is in a higher position in the first cylinder hole, a smaller clearance volume is obtained, and then a larger compression ratio is obtained. By controlling the first phase adjuster 31, the intake profile wrap angle of the first intake camshaft assembly 32 is reduced from 190° (the first wrap angle) to 140° (the second wrap angle), deep Miller cycle is realized, the working stroke is greater than the compression stroke, the pumping loss is reduced, and the economy of the engine is improved.

[0060] The second urban operating mode: the first piston assembly 4 does not work, the second telescopic connecting rod 61 is shortened to the second set length, so that the second compression ratio is obtained, the second compression ratio is smaller than the first compression ratio, the intake profile wrap angle of the second intake camshaft assembly 91 of the second intake assembly 9 is reduced from the first wrap angle to the third wrap angle, the third wrap angle is greater than the second wrap angle, so that the intake amount is increased to improve the power of the engine. Specifically, the second urban operating mode is the case that the road condition is smooth, the second telescopic connecting rod 61 is shortened to the second set length, so that the second piston assembly 6 is in a lower position in the second cylinder, a larger clearance volume is obtained, and then a smaller compression ratio is obtained. By the third phase adjuster 81, the intake profile wrap angle of the second intake camshaft assembly 91 is reduced from 190° (the first wrap angle) to 175° (the third wrap angle), the intake amount is increased, and the power of the engine is improved.

[0061] The highway operating mode: the first piston assembly 4 and the second piston assembly 6 both work, the first telescopic connecting rod 41 and the second telescopic connecting rod 61 are both shortened to the second set length, and the intake profile wrap angles of the first intake camshaft assembly 32 and the second intake camshaft assembly 91 are both reduced from the first wrap angle to the third wrap angle. Specifically, by the first phase adjuster 31 and the third phase adjuster 81, the first intake camshaft assembly 32 and the second intake camshaft assembly 91 are both reduced from 190° (the first wrap angle) to 175° (the third wrap angle), so that the engine obtains the maximum power and economy.

[0062] Obviously, the above embodiments of the present application are only examples for clearly illustrating the present application, and are not intended to limit the embodiments of the present application. Based on the above description, other different forms of changes or variations can be made by those skilled in the art. Here, all the embodiments are not required to be exhausted. Any modification, equivalent replacement and improvement made within the spirit and principle of the present application should be included in the protection scope of the claims of the present application.

Claims

1. A V-type engine characterized by The engine body comprises: a crankshaft (1) rotatably arranged in the engine body; a first piston assembly (4) and a second piston assembly (6) arranged at an angle on the engine body; a plurality of first telescopic connecting rods (41), one end of which is arranged on the crankshaft (1), the other end of which is arranged on the first piston assembly (4), and the first telescopic connecting rods (41) can be elongated to adjust the position of the first piston assembly (4) in the first cylinder of the engine body; a plurality of second telescopic connecting rods (61), one end of which is arranged on the crankshaft (1), the other end of which is arranged on the second piston assembly (6), and the second telescopic connecting rods (61) can be shortened to adjust the position of the second piston assembly (6) in the second cylinder of the engine body; a first chain drive assembly (2) in driving connection with the crankshaft (1); a first intake assembly (3) in driving connection with the first chain drive assembly (2), and the intake profile wrap angle of a first intake camshaft assembly (32) of the first intake assembly (3) is adjustable; a first exhaust assembly (5) in driving connection with the first chain drive assembly (2); a second chain drive assembly (7) in driving connection with the crankshaft (1); a second exhaust assembly (8) in driving connection with the second chain drive assembly (7); a second intake assembly (9) in driving connection with the second chain drive assembly (7), and the intake profile wrap angle of a second intake camshaft assembly (91) of the second intake assembly (9) is adjustable. The first chain drive assembly (2) comprises a first chain (23), a first idler (22) and a first rotating shaft (21), the first chain (23) is arranged in driving connection with the crankshaft (1) and the first idler (22), the first idler (22) is rotationally arranged on the first rotating shaft (21), the first rotating shaft (21) is rotationally arranged on the engine body, and the first intake assembly (3) and the first exhaust assembly (5) are in driving connection with the first rotating shaft (21).

2. The V-engine according to claim 1, characterized in that The first intake assembly (3) comprises a first drive sprocket, the first intake camshaft assembly (32) and a first phase adjuster (31), the first drive sprocket is in driving connection with the first rotating shaft (21) through a second chain (33), the first drive sprocket is arranged on the first phase adjuster (31), the first phase adjuster (31) is arranged on the first intake camshaft assembly (32), and the first intake camshaft assembly (32) is rotationally arranged on the engine body.

3. The V-engine according to claim 2, characterized in that ​ 4. The V-engine according to claim 2, characterized in that The first exhaust assembly (5) comprises a second transmission sprocket and a first exhaust camshaft assembly (51), the second transmission sprocket is in transmission connection with the first rotating shaft (21) through a second chain (33), the second transmission sprocket is in transmission connection with the first exhaust camshaft assembly (51), and the first exhaust camshaft assembly (51) is rotationally arranged on the engine body.

5. The V-engine according to claim 4, characterized in that The first exhaust assembly (5) further comprises a second phase adjuster (52), the second transmission sprocket is arranged on the second phase adjuster (52), and the second phase adjuster (52) is arranged on the first exhaust camshaft assembly (51).

6. The V-engine according to claim 1, characterized in that The second chain transmission assembly (7) comprises a third chain (73), a second idler (72) and a second rotating shaft (71), the third chain (73) is in transmission connection with the crankshaft (1) and the second idler (72), the second idler (72) is rotationally arranged on the second rotating shaft (71), the second rotating shaft (71) is rotationally arranged on the engine body, and the second exhaust assembly (8) and the second intake assembly (9) are in transmission connection with the second rotating shaft (71).

7. The V-engine according to claim 6, characterized in that The second exhaust assembly (8) comprises a third transmission sprocket, a second exhaust camshaft assembly (82) and a third phase adjuster (81), the third transmission sprocket is in transmission connection with the second rotating shaft (71) through a fourth chain (83), the third transmission sprocket is arranged on the third phase adjuster (81), the third phase adjuster (81) is arranged on the second exhaust camshaft assembly (82), and the second exhaust camshaft assembly (82) is rotationally arranged on the engine body.

8. The V-engine according to claim 6, characterized in that The second intake assembly (9) comprises a fourth transmission sprocket and a second intake camshaft assembly (91), the fourth transmission sprocket is in transmission connection with the second rotating shaft (71) through the fourth chain (83), the fourth transmission sprocket is in transmission connection with the second intake camshaft assembly (91), and the second intake camshaft assembly (91) is rotationally arranged on the engine body.

9. The V-engine according to claim 1, characterized in that A torque damper (11) is further arranged on one end of the crankshaft (1).

10. A control method for controlling a V-type engine as claimed in any one of claims 1 to 9, characterized in that, The method comprises the following steps: The first operating mode of the city: the second piston assembly (6) does not work, the first telescopic connecting rod (41) is elongated to a first set length, so as to obtain a first compression ratio, the intake profile included angle of the first intake camshaft assembly (32) of the first intake assembly (3) is reduced from a first included angle to a second included angle, so that the power stroke is greater than the compression stroke; The second operating mode of the city: the first piston assembly (4) does not work, the second telescopic connecting rod (61) is shortened to a second set length, so as to obtain a second compression ratio, the second compression ratio is smaller than the first compression ratio, the intake profile included angle of the second intake camshaft assembly (91) of the second intake assembly (9) is reduced from a first included angle to a third included angle, the third included angle is greater than the second included angle, so that the intake amount is increased to improve the power of the engine; Highway operating condition: both the first piston assembly (4) and the second piston assembly (6) are working, both the first telescopic connecting rod (41) and the second telescopic connecting rod (61) are shortened to the second set length, and the intake profile wrap angles of the first intake camshaft assembly (32) and the second intake camshaft assembly (91) are reduced from the first wrap angle to the third wrap angle.

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