A compression ratio variable engine

Abstract

The application provides a compression ratio variable engine and belongs to the field of engines. The existing engine cannot change the compression ratio under different working conditions, thereby failing to achieve optimal performance. The engine comprises a cylinder liner, a piston slidingly arranged in the cylinder liner, a gate assembly for controlling the entry and exit of each propelling ring, a propelling ring driving assembly, an adsorption assembly, a piston ring component, a plurality of piston ring components arranged on each adsorption assembly in one-to-one correspondence and close to the piston, a sliding crankshaft assembly connected with the piston for driving the piston to move and the position of the crankshaft in the sliding crankshaft assembly being variable, and a plurality of piston ring grooves arranged on the piston in the axial direction. When the gate assembly is opened, each propelling ring driving assembly drives the corresponding propelling ring, adsorption assembly and piston ring component to move together, so that all the piston ring components are clamped into the corresponding piston ring grooves to form a complete piston ring. The engine is mainly used as a driving component.

Description

Technical Field

[0001] This invention belongs to the field of engines, and in particular relates to a variable compression ratio engine. Background Technology

[0002] In traditional engines, increasing the compression ratio has become a popular research direction due to its ability to increase engine output power while reducing fuel consumption. However, an excessively high compression ratio can lead to excessive pressure of the combustible gas mixture in the combustion chamber, potentially inducing knocking. Therefore, the characteristics of different engines must be considered when selecting the engine compression ratio, and it should be chosen within a certain range.

[0003] Traditional engines have poor thermal efficiency under low-load conditions, requiring a higher compression ratio to improve fuel economy. However, under high-load conditions, the increased intake air volume generates significant thermal and mechanical loads, potentially damaging the engine. Therefore, a lower compression ratio is needed to protect the engine. Traditional engines with a fixed compression ratio cannot achieve optimal performance under varying operating conditions. To address this issue, modern engines employ various technologies, such as variable compression ratio and direct injection, to adjust the compression ratio under different operating conditions, achieving better fuel economy and performance.

[0004] The crankshaft is a core component of the engine. It bears the force transmitted from the connecting rod and converts it into torque output to drive other accessories on the engine. During operation, the crankshaft is subjected to centrifugal force from the rotating mass, periodically changing gas inertial force, and reciprocating inertial force. The combined effect of these forces causes the crankshaft to be subjected to bending and torsional loads.

[0005] A piston ring is a metal ring used to fit into the grooves of a piston. It has a large capacity for outward expansion and deformation and is fitted into an annular groove with a corresponding cross-section. During reciprocating and rotational motion, the piston ring forms a seal between its outer surface and the cylinder, as well as between the ring and one side of the groove, relying on the pressure difference of gas or liquid. This sealing effect effectively prevents the leakage of gas or liquid, ensuring the normal operation of the engine.

[0006] Currently, researchers have tried to reduce the engine's compression ratio by shortening the length of the crankshaft arm. However, this excessively low compression ratio design results in very low combustion efficiency when the turbocharger, especially the turbocharger, is not fully engaged, producing less power than a conventional engine.

[0007] In summary, existing engines cannot optimize engine performance by changing the compression ratio under different operating conditions, thus increasing engine operating costs. Summary of the Invention

[0008] In view of this, the present invention aims to propose a variable compression ratio engine to solve the problem that existing engines cannot change the compression ratio under different operating conditions and thus cannot achieve optimal performance.

[0009] To achieve the above objectives, the present invention adopts the following technical solution: a variable compression ratio engine, comprising:

[0010] A cylinder liner, wherein a piston is slidably disposed inside the cylinder liner, and a push ring is slidably disposed radially inside the cylinder liner wall, wherein at least two push rings are provided and are symmetrically distributed around the cylinder liner, and a gate assembly for controlling the entry and exit of each push ring is provided on the cylinder liner.

[0011] The propulsion ring drive assembly is installed in the cylinder liner wall in a one-to-one correspondence with the propulsion ring to drive the propulsion ring to move.

[0012] The adsorption assembly is provided in multiple parts, each corresponding to one of the propellant rings on the side near the piston, for adsorbing or releasing the piston ring components.

[0013] The piston ring assembly comprises multiple rings, each corresponding to one of the adsorption components and positioned near the piston side; and

[0014] A sliding crankshaft assembly, connected to the piston for driving piston movement, and the crankshaft position in the sliding crankshaft assembly is variable;

[0015] The piston is provided with multiple piston ring grooves along the axial direction. When the gate assembly is opened, each of the propulsion ring drive assemblies drives the corresponding propulsion ring, adsorption assembly and piston ring components to move together, so that all the piston ring components are engaged in the corresponding piston ring groove to form a complete piston ring.

[0016] Furthermore, the gate assembly includes a first gate assembly and a second gate assembly with identical structures.

[0017] Furthermore, the cylinder liner includes piston ring sliding grooves, a cooling layer, a cooling sleeve, a partition layer, a drain port, and a partition layer wall. The piston ring sliding grooves correspond one-to-one with the propeller rings and are disposed through the cylinder liner. Each propeller ring is slidably connected to the piston ring sliding groove at a corresponding position. Along the length of each piston ring sliding groove, from the side of the cylinder liner wall closest to the piston to the side furthest away, a first gate assembly, a cooling sleeve, and a partition layer wall are sequentially spaced. The second gate assembly is disposed within the cooling sleeve. The cooling layer between the first gate assembly and the cooling sleeve contains coolant. The partition layer is between the cooling sleeve and the partition layer wall. Each propeller ring extends or retracts from the cylinder liner through the second gate assembly and the first gate assembly in their corresponding open positions. A drain port is disposed on the side of the partition layer wall furthest from the propeller ring. Each propeller ring drive assembly is disposed on the partition layer wall at a corresponding position.

[0018] Furthermore, the gate assembly includes a first linear drive assembly, a piston ring position gate, and a pressure sensor. The movable end of the first linear drive assembly is connected to the piston ring position gate. The pressure sensor is disposed on the side of the piston ring position gate near the propulsion ring. The first linear drive assembly is electrically connected to the pressure sensor.

[0019] Furthermore, the adsorption assembly includes a third electronic control unit and an electromagnet, the electromagnet being electrically connected to the third electronic control unit.

[0020] Furthermore, the propulsion ring drive assembly includes a gear, a rack, and a second electronic control unit. The gear meshes with the rack, one end of the rack is connected to the propulsion ring at a corresponding position, the gear is equipped with a drive motor, and the drive motor is electrically connected to the second electronic control unit.

[0021] Furthermore, the sliding crankshaft assembly also includes a slider, a slide rail, and a crank. Two sliders are provided and symmetrically arranged on both sides of the crankshaft. The crankshaft is rotatably connected to all sliders. The crankshaft is pivotally connected to the crank and the crank is pivotally connected to the piston. Each slider is slidably connected in a slide rail at a corresponding position. A second linear drive assembly is provided in the slide rail. The second linear drive assembly is used to drive the slider at the corresponding position to slide in the corresponding slide rail.

[0022] Furthermore, the slider is provided with multiple crankshaft positioning holes, and each crankshaft positioning hole is internally threaded to a crankshaft positioning rod.

[0023] Furthermore, each slider is provided with four crankshaft positioning holes, which are located at the four corners of the slider.

[0024] Furthermore, the first linear drive assembly and the second linear drive assembly have the same structure, both including a first electronic control unit, an energy converter, and a damping spring. One end of the damping spring is set as a fixed end and the other end is a movable end. The energy converter is connected to the damping spring and is used to drive the movable end of the damping spring to move and convert the elastic potential energy of the damping spring into electrical energy. The energy converter is electrically connected to the first electronic control unit, which is used to control the energy converter to drive the movable end of the damping spring to move, so that the damping spring is compressed or stretched.

[0025] Compared with the prior art, the beneficial effects of the present invention are:

[0026] 1. This engine can use a crankshaft with a variable position to change the engine's compression ratio, depending on the application scenario.

[0027] 2. This engine uses a split piston ring assembly and a cooperating propulsion ring, which allows the complete piston ring formed by the final piston ring assembly to be installed at a designated position on the piston, thereby enabling adjustment of the piston ring position;

[0028] 3. This engine uses damping springs to drive the crankshaft movement, which makes the crankshaft position change process smooth, reduces vibration, and increases the smoothness of engine operation.

[0029] 4. By installing a crankshaft positioning rod, this engine can fix the crankshaft, allowing the engine to operate at a defined compression ratio.

[0030] 5. This engine can cool and replace piston rings without disassembling the engine, allowing the piston rings to better perform their functions of sealing, oil control, heat conduction and support.

[0031] 6. This engine can recover and utilize elastic potential energy through the cooperation of damping springs and energy converters to power the electronic control unit, resulting in high economic efficiency. Attached Figure Description

[0032] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0033] Figure 1 This is a schematic diagram of the piston structure described in this invention;

[0034] Figure 2 This is a cross-sectional view of the cylinder liner described in this invention.

[0035] Figure 3 This is a top view of the cylinder liner and piston assembly described in this invention;

[0036] Figure 4 This is a schematic diagram of the installation position of the crankshaft described in this invention;

[0037] Figure 5 This is a schematic diagram showing the state of the slider within the slide rail according to the present invention;

[0038] Figure 6 This is a diagram showing the state of the slider and crankshaft positioning rod before installation according to the present invention.

[0039] 1. First electronic control unit; 2. Energy converter; 3. Vibration damping spring; 4. Cylinder liner; 5. Piston ring positioning gate; 6. Piston ring assembly; 7. Piston ring sliding groove; 8. Cooling layer; 9. Cooling jacket; 10. Gear; 11. Rack; 12. Partition layer; 13. Drain port; 14. Crankshaft; 15. Slider; 16. Slide rail; 17. Crankshaft positioning hole; 18. Crankshaft positioning rod; 19. Second electronic control unit; 20. Third electronic control unit; 31. Combustion chamber; 32. Piston; 33. Pressure sensor; 34. Partition layer wall; 35. Electromagnet; 36. Propulsion ring; 37. Crank. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

[0041] It should be noted that the descriptions of "left," "right," "left side," "right side," "upper part," "lower part," "top," and "bottom" in this invention are defined based on the orientation or positional relationships shown in the accompanying drawings. They are merely for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the described structure must be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0042] In the description of this invention, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0043] Referring to the accompanying drawings, this embodiment describes a variable compression ratio engine, comprising:

[0044] A cylinder liner 4, a piston 32 is slidably disposed inside the cylinder liner 4, and a push ring 36 is slidably disposed radially along the inner wall of the cylinder liner 4. At least two push rings 36 are provided and are symmetrically distributed around the cylinder liner 4. A gate assembly for controlling the entry and exit of each push ring 36 is provided on the cylinder liner 4.

[0045] The propulsion ring drive assembly is installed in the cylinder liner 4 wall in a one-to-one correspondence with the propulsion ring 36 to drive the propulsion ring 36 to move.

[0046] The adsorption assembly is provided in multiple ways and is arranged one-to-one on the side of each of the propulsion rings 36 near the piston 32 for adsorbing or releasing the piston ring assembly 6.

[0047] Piston ring assembly 6, having multiple rings arranged one-to-one on each of the adsorption components near the piston 32; and

[0048] A sliding crankshaft assembly is connected to the piston 32 for driving the piston 32 to move, and the position of the crankshaft 14 in the sliding crankshaft assembly is variable.

[0049] The piston 32 is provided with multiple piston ring grooves along the axial direction. When the gate assembly is opened, each of the propulsion ring drive assemblies drives the corresponding propulsion ring 36, adsorption assembly and piston ring assembly 6 to move together, so that all the piston ring assembly 6 are engaged in the corresponding piston ring groove to form a complete piston ring.

[0050] Preferably, the piston ring component 6 is configured as two equal half-rings, which makes the overall piston ring structure simple yet meets the requirements of the engine.

[0051] In this embodiment, the gate assembly includes a first gate assembly and a second gate assembly with identical structures.

[0052] In this embodiment, the cylinder liner 4 includes a piston ring sliding groove 7, a cooling layer 8, a cooling sleeve 9, a partition layer 12, a drain port 13, and a partition layer wall 34. The piston ring sliding groove 7 corresponds one-to-one with the push ring 36 and is disposed through the cylinder liner 4. Each push ring 36 is slidably connected to the corresponding position of the piston ring sliding groove 7. Along the length direction of each piston ring sliding groove 7, from the side of the cylinder liner 4 closest to the piston 32 to the side away from the piston 32, a first gate assembly, a cooling sleeve 9, and a partition layer wall 34 are sequentially and spaced apart. The partition wall 34 has a second gate assembly disposed within the cooling jacket 9. A cooling layer 8 is located between the first gate assembly and the cooling jacket 9, and coolant is disposed within the cooling layer 8. A partition layer 12 is located between the cooling jacket 9 and the partition wall 34. Each thrust ring 36 extends or retracts from the cylinder liner 4 through the second gate assembly and the first gate assembly in their respective open positions. A drain port 13 is provided on the side of the partition wall 34 away from the thrust ring 36. Each thrust ring drive assembly is disposed on the partition wall 34 at its corresponding position. The coolant disposed within the cooling layer 8 cools the piston ring assembly 6 as it returns to the cylinder liner 4 after use, extending its service life. During the movement of the piston ring assembly 6 along with the rack 11, some coolant enters the partition layer 12 and is then discharged through the drain port 13, preventing the coolant from affecting the normal operation of the gear 10 and rack 11. Simultaneously, the coolant helps stabilize the overall piston 32 temperature. When the piston 32 moves upward to its highest point during operation, the space above it in the engine is the combustion chamber 31.

[0053] In this embodiment, the gate assembly includes a first linear drive assembly, a piston ring positioning gate 5, and a pressure sensor 33. The movable end of the first linear drive assembly is connected to the piston ring positioning gate 5. The pressure sensor 33 is disposed on the piston ring positioning gate 5 near the propulsion ring 36. The first linear drive assembly is electrically connected to the pressure sensor 33. The pressure sensor 33 is used to acquire the pressure of the piston ring assembly 6 on the piston ring positioning gate 5 and transmit the acquired pressure data to the first linear drive assembly, so that the first linear drive assembly operates according to the command.

[0054] In this embodiment, the adsorption assembly includes a third electronic control unit (20) and an electromagnet (35), the electromagnet (35) being electrically connected to the third electronic control unit (20). The third electronic control unit (20) controls whether the electromagnet (35) is energized, thereby controlling whether it adsorbs the corresponding piston ring assembly 6. When the piston ring assembly 6 is inserted into the corresponding piston ring groove, the third electronic control unit (20) controls the electromagnet (35) to be de-energized, thus completing the formation of the entire piston ring. When it is necessary to retract the piston ring assembly 6, the third electronic control unit (20) controls the electromagnet (35) to be energized to adsorb the piston ring assembly 6 and then drive it back into the cylinder liner 4.

[0055] In this embodiment, the propulsion ring drive assembly includes a gear 10, a rack 11, and a second electronic control unit 19. The gear 10 meshes with the rack 11, and one end of the rack 11 is connected to the corresponding propulsion ring 36. The gear 10 is equipped with a drive motor, which is electrically connected to the second electronic control unit 19. The second electronic control unit 19 can control the drive motor of the gear 10 to operate, thereby driving the gear 10 to rotate. The rotation of the gear 10 will drive the rack 11 to move, and the movement of the rack 11 will drive the propulsion ring 36 to move. The direction of movement depends on the rotation direction of the drive motor.

[0056] In this embodiment, the sliding crankshaft assembly further includes sliders 15, slide rails 16, and cranks 37. Two sliders 15 are symmetrically arranged on both sides of the crankshaft 14. The crankshaft 14 is rotatably connected to all sliders 15. The crankshaft 14 is pivotally connected to the cranks 37, and the cranks 37 are pivotally connected to the piston 32. Each slider 15 is slidably connected within a corresponding slide rail 16. A second linear drive assembly is disposed within the slide rail 16, which drives the corresponding slider 15 to slide within the corresponding slide rail 16. The sliders 15 are slidably disposed within the slide rails 16, allowing the crankshaft 14 to slide according to the required operating state, thereby making the engine's compression ratio adjustable.

[0057] In this embodiment, the slider 15 is provided with a plurality of crankshaft positioning holes 17, and each crankshaft positioning hole 17 is internally threaded with a crankshaft positioning rod 18. The slider 15 can be fixed by the crankshaft positioning rod 18, thereby fixing the position of the crankshaft 14, so that the engine can operate at a fixed compression ratio.

[0058] In this embodiment, each slider 15 is provided with four crankshaft positioning holes 17, which are located at the four corners of the slider 15. This facilitates positioning and installation and improves the strength of the connection.

[0059] In this embodiment, the first linear drive assembly and the second linear drive assembly have identical structures, both including a first electronic control unit 1, an energy converter 2, and a vibration damping spring 3. One end of the vibration damping spring 3 is fixed, and the other end is movable. The energy converter 2 is connected to the vibration damping spring 3 to drive the movable end of the vibration damping spring 3 and convert the elastic potential energy of the vibration damping spring 3 into electrical energy. The energy converter 2 is electrically connected to the first electronic control unit 1, which controls the energy converter 2 to drive the movable end of the vibration damping spring 3 to compress or stretch it. Specifically, the energy converter 2 has a pull wire end that can be extended or retracted within the energy converter 2, thereby driving the vibration damping spring 3 to extend or compress. This adjustment is made according to the working conditions, enabling the vibration damping spring 3 to move and drive the components connected to the movable end of the vibration damping spring 3 to move. Simultaneously, the energy converter 2 can recover the elastic potential energy of the vibration damping spring 3 and convert it into electrical energy to power the first electronic control unit 1. The first electronic control unit 1 operates on low voltage and does not need to operate constantly, so this power supply is sufficient. The energy converter 2 can utilize existing technology, which will not be elaborated upon here.

[0060] In use, when the piston ring assembly 6 needs to work, the second electronic control unit 19 controls the drive motor of the gear 10 to rotate, which in turn drives the rack 11 to move. The rack 11 then drives the push ring 36 to move, thereby moving the corresponding piston ring assembly 6. When the piston ring assembly 6 moves to the cooling jacket 9, it touches the pressure sensor 33 on the piston ring positioning gate 5 in the second gate assembly. This pressure sensor 33 transmits a pressure signal to the electronic control unit 1 in the second gate assembly. The electronic control unit 1 controls the corresponding damping spring 3 to compress via the energy converter 2, allowing the piston ring assembly 6 to pass through and enter the cooling layer 8. After passing through the cooling layer 8, the piston ring assembly 6 continues to move towards the combustion chamber 31. The piston ring assembly 6 touches the pressure sensor 33 on the piston ring positioning gate 5 in the first gate assembly, and the piston ring positioning gate 5 opens to allow the piston ring assembly 6 to continue moving. After the movement passes through, the damping springs 3 of the first and second gate assemblies extend, causing the two piston ring positioning gates 5 to naturally push against the rack 11. The rack is provided with piston ring positioning grooves that cooperate with the piston ring positioning gates 5. When the movement reaches the designated position, the two piston ring positioning gates 5 engage in the corresponding piston ring positioning grooves. At this time, the piston ring assembly 6 moves into the corresponding piston ring groove on the corresponding piston 32. Then, the third electronic control unit 20 controls the electromagnet 35 to de-energize, so that the piston ring assembly 6 remains in the piston ring groove. The gear 10 stops rotating, and the formed integral piston ring enters the working state, allowing the engine to operate normally.

[0061] When the piston rings, which do not need to be formed as a whole, are in operation, the third electronic control unit 20 corresponding to the push ring 36 is electrically connected to the electromagnet 35 and controls the electromagnet 35 to be energized, pulling the piston ring assembly 6 out of the piston ring groove on the piston 32. The electronic control units 1 in the first and second gate assemblies control the corresponding damping springs 3 to compress, and the two piston ring positioning gates 5 are lifted from their respective piston ring positioning grooves until the piston ring assembly 6 can just pass through the piston ring positioning gate 5. The second electronic control unit 19 drives the gear 10 to rotate in the opposite direction, thereby moving the piston ring assembly 6 away from the combustion chamber 31 until the piston ring assembly 6 is completely submerged in the cooling layer 8. At this point, the piston ring positioning gate 5 of the first gate assembly closes. The piston ring assembly 6 is cooled in the cooling layer 8. When the piston ring assembly 6 is completely cooled, the piston ring positioning gate 5 in the second gate assembly opens, causing the piston ring assembly 6 to retract to its initial state. The piston ring positioning gate 5 in the second gate assembly then closes, and the piston ring 6 enters a dormant state.

[0062] To make the integral piston ring assembly 6 movable, the movable piston ring assembly 6 has a more complex structure and larger size compared to the piston rings of traditional engines. The piston ring needs to have movable and positioning structures to allow it to extend and retract from the cylinder liner, and to be fixed to the cylinder liner to seal the combustion gases and prevent combustion chamber gases from leaking into the crankcase. It also scrapes off excess lubricating oil from the cylinder wall, creating a thin oil film on the cylinder wall to ensure proper lubrication of the cylinder, piston, and rings. The piston rings transfer heat from the piston to the cylinder liner, cooling the piston. Finally, they hold the piston in the cylinder, preventing direct contact between the piston and cylinder wall, ensuring smooth piston movement, reducing frictional resistance, and preventing piston knocking.

[0063] Under the condition of constant compression ratio, the slider 15 is fixed by the crankshaft positioning rod 18. When movement is required, the limit on the crankshaft positioning rod 18 can be released. The first electronic control unit 1 in the second linear drive assembly controls the corresponding energy converter 2 to drive the corresponding damping spring 3 to move, thereby driving the slider 15 at the corresponding position to move, thereby changing the position of the crankshaft 14 and adjusting the position of the slider 15 according to the required compression ratio.

[0064] Depending on the application scenario, using a fixed compression ratio for an engine cannot achieve optimal performance under different operating conditions, leading to inconvenience and increased costs. Currently, some researchers have tried to lower the engine's compression ratio by shortening the crankshaft arm, but this cannot achieve an excessively low compression ratio. This results in low combustion efficiency and less power output compared to conventional engines when the turbocharger, especially, is not fully engaged. This invention provides an engine with a variable crankshaft and piston ring position. A variable crankcase system allows for vertical movement of the crankcase within the engine, thus changing the compression ratio. Simultaneously, an electronic control unit controls a positioning component to fix the component in a designated position within the engine, achieving automated control of the engine's compression ratio.

[0065] The controllers, sensors, and control programs mentioned above are all existing technologies and will not be elaborated upon here.

[0066] The embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. A variable compression ratio engine, characterized in that, include: A cylinder liner (4) is provided, a piston (32) is slidably disposed inside the cylinder liner (4), a push ring (36) is slidably disposed along the radial direction of the cylinder liner (4) inside the cylinder liner (4), at least two push rings (36) are provided and are symmetrically distributed around the cylinder liner (4), and a gate assembly for controlling the entry and exit of each push ring (36) is provided on the cylinder liner (4); The propulsion ring drive assembly is installed in the sleeve wall of the cylinder liner (4) in a one-to-one correspondence with the propulsion ring (36) to drive the propulsion ring (36) to move; The adsorption assembly is provided in multiple parts and is provided one-to-one on the side of each of the propulsion rings (36) near the piston (32) for adsorbing or releasing the piston ring assembly (6); The piston ring assembly (6) is provided with multiple rings, each corresponding to one another, on the side of each adsorption assembly near the piston (32); and A sliding crankshaft assembly is connected to the piston (32) for driving the piston (32) to move, and the position of the crankshaft (14) in the sliding crankshaft assembly is variable; The piston (32) is provided with multiple piston ring grooves along the axial direction. When the gate assembly is opened, each of the propulsion ring drive assemblies drives the corresponding propulsion ring (36), adsorption assembly and piston ring assembly (6) to move together, so that all the piston ring assembly (6) engages in the corresponding piston ring groove to form a complete piston ring.

2. The variable compression ratio engine according to claim 1, characterized in that: The gate assembly includes a first gate assembly and a second gate assembly with identical structures.

3. A variable compression ratio engine according to claim 2, characterized in that: The cylinder liner (4) includes a piston ring sliding groove (7), a cooling layer (8), a cooling sleeve (9), a partition layer (12), a drain port (13), and a partition layer wall (34). The piston ring sliding groove (7) corresponds one-to-one with the push ring (36) and is disposed through the cylinder liner (4). Each push ring (36) is slidably connected to the corresponding piston ring sliding groove (7). Along the length of each piston ring sliding groove (7), from the side of the cylinder liner (4) closest to the piston (32) to the side away from the piston, a first gate assembly, a cooling sleeve (9), and a partition layer are sequentially and spaced apart. The first gate assembly is located inside the cooling sleeve (9), and the cooling layer (8) is located between the first gate assembly and the cooling sleeve (9) and coolant is provided in the cooling layer (8). The partition layer (12) is located between the cooling sleeve (9) and the partition layer (34). Each of the propulsion rings (36) extends or retracts from the cylinder liner (4) through the second gate assembly and the first gate assembly in the corresponding open position. The partition layer (34) is provided with a drain port (13) on the side away from the propulsion ring (36). Each propulsion ring drive assembly is located on the partition layer (34) at the corresponding position.

4. A variable compression ratio engine according to claim 3, characterized in that: The gate assembly includes a first linear drive assembly, a piston ring position gate (5), and a pressure sensor (33). The movable end of the first linear drive assembly is connected to the piston ring position gate (5). The pressure sensor (33) is provided on the side of the piston ring position gate (5) near the propulsion ring (36). The first linear drive assembly is electrically connected to the pressure sensor (33).

5. A variable compression ratio engine according to claim 1, characterized in that: The adsorption assembly includes a third electronic control unit (20) and an electromagnet (35), the electromagnet (35) being electrically connected to the third electronic control unit (20).

6. A variable compression ratio engine according to claim 1, characterized in that: The propulsion ring drive assembly includes a gear (10), a rack (11), and a second electronic control unit (19). The gear (10) meshes with the rack (11), and one end of the rack (11) is connected to the corresponding propulsion ring (36). The gear (10) is equipped with a drive motor, and the drive motor is electrically connected to the second electronic control unit (19).

7. A variable compression ratio engine according to claim 4, characterized in that: The sliding crankshaft assembly further includes a slider (15), a slide rail (16), and a crank (37). Two sliders (15) are provided and symmetrically arranged on both sides of the crankshaft (14). The crankshaft (14) is rotatably connected to all the sliders (15). The crankshaft (14) is pivotally connected to the crank (37). The crank (37) is pivotally connected to the piston (32). Each slider (15) is slidably connected in the slide rail (16) at the corresponding position. A second linear drive assembly is provided in the slide rail (16). The second linear drive assembly is used to drive the slider (15) at the corresponding position to slide in the corresponding slide rail (16).

8. A variable compression ratio engine according to claim 7, characterized in that: The slider (15) is provided with a plurality of crankshaft positioning holes (17), and each crankshaft positioning hole (17) is internally threaded to a crankshaft positioning rod (18).

9. A variable compression ratio engine according to claim 8, characterized in that: Each slider (15) is provided with four crankshaft positioning holes (17), which are located at the four corners of the slider (15).

10. A variable compression ratio engine according to claim 7, characterized in that: The first linear drive assembly and the second linear drive assembly have the same structure, both including a first electronic control unit (1), an energy converter (2) and a damping spring (3). One end of the damping spring (3) is set as a fixed end and the other end is a movable end. The energy converter (2) is connected to the damping spring (3) and is used to drive the movable end of the damping spring (3) to move and convert the elastic potential energy of the damping spring (3) into electrical energy. The energy converter (2) is electrically connected to the first electronic control unit (1). The first electronic control unit (1) is used to control the energy converter (2) to drive the movable end of the damping spring (3) to move, so that the damping spring (3) is compressed or stretched.

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