Compact high-strengthening continuous variable geometric compression ratio device and control method

Abstract

The invention discloses a compact high-strengthening continuous variable geometric compression ratio device and a control method, and relates to the technical field of engines, the compact high-strengthening continuous variable geometric compression ratio device comprises a piston, a connecting rod, a crankshaft, an eccentric shaft sleeve, a controlled shaft and a regulation and control unit; a multi-rod mechanism is arranged on at least one side of the eccentric shaft sleeve and comprises a shaft sleeve swing arm fixed to the eccentric shaft sleeve, a shaft swing arm fixed to the controlled shaft and a connecting rod, and the two ends of the connecting rod are hinged to the shaft sleeve swing arm and the shaft swing arm respectively. A large-head hole of the connecting rod is rotationally connected relative to the outer circular surface of the eccentric shaft sleeve, a small-head hole of the connecting rod is rotationally connected relative to the piston, a crank journal of the crankshaft is rotationally connected relative to an inner hole of the eccentric shaft sleeve, and the controlled shaft is coaxially and rotationally arranged in a main journal of the crankshaft; and a phase modulation mechanism is arranged at the regulation and control end of the crankshaft and is connected with an adjacent controlled shaft. The invention is suitable for engines with various structure types, has the advantages of high mechanical efficiency and reliability, more compact structure and the same dead center position, and can realize the large-range and continuously variable geometric compression ratio.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a compact, highly reinforced, continuously variable geometric compression ratio device and a control method thereof. Background Art

[0002] Concerns over energy security, environmental pollution, and global warming are forcing engines to operate efficiently and cleanly across a full range of operating conditions, while also ensuring greater adaptability to varying operating conditions and diverse environments. Military engines and civilian engines operating across oceans and other regions also require multi-fuel adaptability. Against this backdrop, technologies such as high-pressure common rail injection, variable valve actuation, and variable boost pressure are no longer sufficient to meet the demands of high-performance engines. Consequently, variable compression geometry technology is gaining widespread industry attention.

[0003] Currently, researchers at home and abroad have proposed various variable geometry compression ratio device schemes. However, multi-link and eccentric crankshaft bearing schemes are difficult to apply to V-type / star-type engines. Eccentric connecting rod with a small end design struggles to reliably achieve continuous compression ratio adjustment. Eccentric connecting rod with a large end design, proposed by Tianjin University, Gomecses, and Peugeot Citroën, can be applied to various engine structures. However, regardless of whether the compression ratio needs to be adjusted, the transmission gear set rotates at high speed relative to the crankshaft. This presents the following challenges: The addition of numerous components subject to relatively high-speed motion significantly increases engine mechanical losses and component friction and wear; the axial dimension of the driven gear on the eccentric bushing is large, significantly increasing the engine's axial dimensions; the complex variations in piston dead center positions complicate engine matching and calibration; and the rapidly changing in-cylinder pressure complicates gear transient operating characteristics, severely impacting cylinder consistency and component reliability. The invention patent for "A High-Efficiency Continuously Variable Compression Ratio Device Applicable to Various Engine Structures" (Patent Application No.: 202510196310.3) addresses these issues to a certain extent. The transmission gear set in this device rotates a certain angle relative to the crankshaft only when the compression ratio needs to be adjusted; when the compression ratio remains unchanged, the transmission gear set remains stationary relative to the crankshaft. Therefore, compared with existing eccentric connecting rod big-end solutions, this device offers the following advantages: significantly reduced engine mechanical losses and component friction and wear; simple piston stop motion patterns, significantly reducing the difficulty of engine matching and calibration; and improved gear transient operating characteristics to a certain extent, enhancing cylinder operation consistency and component reliability.

[0004] However, the various solutions mentioned above, in which an eccentric sleeve is provided between the crank journal of the crankshaft and the big end hole of the connecting rod, and a driven gear is provided on the eccentric sleeve, all need to meet the following conditions at the same time: the root circle diameter of the driven gear needs to be larger than the crankshaft diameter; the pitch circle radius of the driving gear and the driven gear needs to be less than or equal to the crank radius of the crankshaft; the number of teeth of each gear needs to be greater than or equal to 17, preferably greater than or equal to 19. Therefore, when the existing devices are applied to various types of engines, there is a problem that the module of the driven gear is too small, resulting in a large axial dimension of the gear in order to withstand the gas force in the engine cylinder. It can be seen that the existing technologies all have the problem of difficulty in balancing the reliability of the gear and the axial dimension of the engine, which leads to a significant increase in the axial dimension of the engine. In addition, the transient operating characteristics of such devices still need to be improved to meet the requirements of smooth operation and long life under high-speed variable working conditions of the engine.

[0005] It can be seen that various variable geometry compression ratio schemes in the existing technology have their own problems. It is necessary to develop a variable geometry compression ratio device that is suitable for engines of various structural types such as inline / V-type / star-type, with high mechanical efficiency and reliability, more compact structure, the same dead point position, and can achieve a wide range of continuously variable geometric compression ratios. Summary of the Invention

[0006] The purpose of the present invention is to provide a compact, highly reinforced, continuously variable geometric compression ratio device and control method to solve the problems existing in the above-mentioned prior art. The device is applicable to engines of various structural types such as inline, V-type, and star-type. It has high mechanical efficiency and reliability, a more compact structure, and the same dead point position for the same name, and can achieve a wide range of continuously variable geometric compression ratios.

[0007] To achieve the above object, the present invention provides the following solutions:

[0008] The present invention provides a compact, highly reinforced, continuously variable geometric compression ratio device, comprising a piston, a connecting rod, a crankshaft, an eccentric sleeve, a controlled shaft, and a control unit;

[0009] The eccentric sleeve has an inner hole and an outer circular surface, and the axes of the two are parallel but not collinear. At least one side of the eccentric sleeve is provided with a multi-rod mechanism, and the multi-rod mechanism includes a sleeve swing arm fixed on the eccentric sleeve, a shaft swing arm fixed on the controlled shaft, and a connecting rod with two ends hinged to the sleeve swing arm and the shaft swing arm respectively;

[0010] The large end hole of the connecting rod is rotatably connected to the outer cylindrical surface of the eccentric sleeve, the small end hole of the connecting rod is rotatably connected to the piston, the crank journal of the crankshaft is rotatably connected to the inner hole of the eccentric sleeve, and the controlled shaft is coaxially rotatably arranged inside the main journal of the crankshaft;

[0011] The control unit includes a phase adjustment assembly, which includes a phase adjustment mechanism. One end of the crankshaft is the output end, and the other end is the control end. The phase adjustment mechanism is set at the control end of the crankshaft, and the phase adjustment mechanism is connected to the adjacent controlled shaft for adjusting the phase of the controlled shaft relative to the crankshaft.

[0012] In one embodiment, the multi-rod mechanism includes a sleeve swing arm fixed on the eccentric sleeve, the shaft swing arm fixed to one side of the controlled shaft, and the connecting rod connecting the sleeve swing arm and the shaft swing arm; a first extreme compression ratio limit portion is provided at the connection between the sleeve swing arm and the connecting rod, and a second extreme compression ratio limit portion is provided at the connection between the shaft swing arm and the connecting rod; under the two extreme compression ratios, the connecting rod directly abuts against the sleeve swing arm, or the connecting rod directly abuts against the shaft swing arm.

[0013] In one embodiment, the multi-rod mechanism includes two sleeve swing arms fixed on the eccentric sleeve, two shaft swing arms respectively fixed on both sides of the controlled shaft, and two connecting rods, each connecting rod being connected to the sleeve swing arm and the shaft swing arm on the same side; the two connecting rods are respectively a first connecting rod and a second connecting rod, a first A-side extreme compression ratio limit portion is provided at the connection between the first connecting rod and the sleeve swing arm, a first B-side extreme compression ratio limit portion is provided at the connection between the second connecting rod and the sleeve swing arm, a second A-side extreme compression ratio limit portion is provided at the connection between the first connecting rod and the shaft swing arm, and a second B-side extreme compression ratio limit portion is provided at the connection between the second connecting rod and the shaft swing arm; under the two extreme compression ratios, the first connecting rod and the sleeve swing arm are in direct contact and the second connecting rod and the shaft swing arm are in direct contact, or the second connecting rod and the sleeve swing arm are in direct contact and the first connecting rod and the shaft swing arm are in direct contact.

[0014] In one embodiment, the controlled shaft is provided with a radial connection surface for transmitting torque; the controlled shaft is provided with an axial connection hole and an axial limiting surface for connection and limiting in the axial direction.

[0015] In one embodiment, the eccentric sleeve includes a first eccentric sleeve, a second eccentric sleeve and a wedge block, the first eccentric sleeve has a first bonding surface, the second eccentric sleeve has a second bonding surface, the first bonding surface and the second bonding surface cooperate to form a bonding surface, and the junction of the first eccentric sleeve and the second eccentric sleeve is connected to each other through the wedge block;

[0016] A first radial limiting portion is provided on the first eccentric sleeve, and a second radial limiting portion is provided on the second eccentric sleeve. The first radial limiting portion and the second radial limiting portion cooperate with each other to achieve radial mutual limitation of the first eccentric sleeve and the second eccentric sleeve; a first axial limiting portion is provided on the first eccentric sleeve, and a second axial limiting portion is provided on the second eccentric sleeve. The first axial limiting portion and the second axial limiting portion cooperate with each other to achieve axial mutual limitation of the first eccentric sleeve and the second eccentric sleeve.

[0017] In one embodiment, the phase adjustment mechanism is any one of a planetary gear phase adjustment mechanism, a hydraulic phase adjustment mechanism and a multi-rod phase adjustment mechanism.

[0018] In one embodiment, the phase adjustment assembly further includes a regulating end locker, which is connected to the phase adjustment mechanism and is used to lock or unlock the output of the phase adjustment mechanism.

[0019] In one embodiment, the control unit further includes an output end locker, which is provided at the output end of the crankshaft and connected to the adjacent controlled shaft for locking or unlocking the controlled shaft relative to the crankshaft.

[0020] In one embodiment, the output end locking device includes a flywheel body, an output end controlled shaft, at least one controlled disk, a pressure plate with the same number as the controlled disks, a compression spring and a spring seat, the flywheel body is fixedly connected to the crankshaft, the output end controlled shaft is coaxially arranged inside the main journal of the crankshaft and passes through the flywheel body, one end of the output end controlled shaft is connected to the adjacent controlled shaft and the two can rotate synchronously, the other end of the output end controlled shaft is connected to the controlled disk and the two can rotate synchronously, and the controlled disk can move axially relative to the output end controlled shaft, the pressure plate is connected to the flywheel body and the two can rotate synchronously, and the pressure plate can move axially relative to the flywheel body. The controlled disk and the pressure plate are alternately arranged axially between the flywheel body and the compression spring, the spring seat is fixed on the flywheel body and compresses the compression spring, and the compression spring provides the elastic force to lock the flywheel body, the controlled disk and the pressure plate; the contact surface between the flywheel body and the controlled disk or the contact surface between the controlled disk and the pressure plate adopts a toothed locking surface, or the contact surface between the flywheel body and the controlled disk and the contact surface between the controlled disk and the pressure plate both adopt a toothless locking surface; the output end locker is connected with a locker unlocking mechanism, and the locker unlocking mechanism is used to release the lock of the compression spring on the flywheel body, the controlled disk and the pressure plate.

[0021] In one embodiment, a starting gear is fixedly provided on the flywheel body for starting the engine; and a flywheel output end is fixedly provided on the flywheel body.

[0022] The present invention also provides a control method for the compact, highly reinforced, continuously variable geometric compression ratio device described above, comprising the following steps: when the engine needs to adjust the compression ratio, the control unit controls the controlled shaft to rotate to a target phase relative to the crankshaft; when the engine does not need to adjust the compression ratio, the control unit controls the controlled shaft to rotate synchronously with the crankshaft.

[0023] In one embodiment, the control unit includes a phase adjustment assembly, and when the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the phase adjustment mechanism controls the controlled shaft to rotate relative to the crankshaft to a target phase to adjust the compression ratio; when the engine does not need to adjust the compression ratio, the phase adjustment mechanism controls the controlled shaft to rotate synchronously with the crankshaft;

[0024] The control unit includes a phase adjustment assembly, and the phase adjustment assembly includes a phase adjustment mechanism and a control end locker. When the engine needs to adjust the compression ratio, the control end locker is unlocked, and the phase adjustment mechanism is used to control the controlled shaft to rotate to a target phase relative to the crankshaft to adjust the compression ratio, and then the control end locker is locked. When the engine does not need to adjust the compression ratio, the phase adjustment mechanism is locked by the control end locker, so that the controlled shaft rotates synchronously with the crankshaft.

[0025] The control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the output end locker is unlocked, and the controlled shaft is controlled to rotate to a target phase relative to the crankshaft by the phase adjustment mechanism to adjust the compression ratio, and then the output end locker is locked; when the engine does not need to adjust the compression ratio, the output end locker is locked, so that the controlled shaft adjacent to the output end locker is relatively immobile and rotates synchronously with the crankshaft as a whole, and the phase adjustment mechanism is used to apply a unidirectional torque to the controlled shaft adjacent to the phase adjustment mechanism relative to the crankshaft, so that the gaps between the components of the controlled shafts at both ends are eliminated;

[0026] The control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, when the engine needs to adjust the compression ratio, the control end locker and the output end locker are unlocked, and then the phase adjustment mechanism is used to control the controlled shaft adjacent to the output end locker to rotate to the target phase relative to the crankshaft to adjust the compression ratio, and then the output end locker is locked, and the phase adjustment mechanism is used again to control the controlled shaft adjacent to the phase adjustment mechanism to rotate to the target phase relative to the crankshaft to eliminate the gaps between the various components between the controlled shafts at both ends, and finally the control end locker is locked; when the engine does not need to adjust the compression ratio, the control end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends and the multi-rod mechanisms between the two are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the various components between the controlled shafts at both ends are eliminated;

[0027] The control unit includes a phase adjustment assembly and an output end locker, the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, the phase adjustment mechanism is a planetary gear phase adjustment mechanism, and is equipped with a phase adjustment motor assembly, the phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and when there is no power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to the target phase to adjust the compression ratio, and then the output end locker is locked, and the control is performed again by the adjustment The phase mechanism controls the controlled shaft adjacent to the phase adjustment mechanism to rotate relative to the crankshaft to a target phase to eliminate the gaps between the components between the controlled shafts at both ends, and finally locks the control end locker to disconnect the phase adjustment motor assembly from the planetary gear phase adjustment mechanism. When the engine does not need to adjust the compression ratio, the control end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends and the multi-bar mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the components between the controlled shafts at both ends are eliminated, and the phase adjustment motor assembly and the planetary gear phase adjustment mechanism are kept in a disconnected state.

[0028] The control unit includes a phase adjustment assembly and an output end locker, and the phase adjustment assembly includes a phase adjustment mechanism and a control end locker. The phase adjustment mechanism is a planetary gear phase adjustment mechanism and is equipped with a phase adjustment motor assembly. The phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and in power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the compression ratio is adjusted by controlling the controlled shaft adjacent to the output end locker to rotate to the target phase relative to the crankshaft through the phase adjustment mechanism, and then the output end locker is locked, and the controlled shaft adjacent to the phase adjustment mechanism is controlled to rotate to the target phase relative to the crankshaft through the phase adjustment mechanism again to eliminate the two ends. The gaps between the various components between the controlled shafts are eliminated, and finally the regulating end locker is locked. If power generation is to be performed, the connection state of the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism is maintained. If power generation is not required, the connection between the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism is disconnected; when the engine does not need to adjust the compression ratio, the regulating end locker and the output end locker are both maintained in a locked state, so that the controlled shafts at both ends and the multi-rod mechanisms between the two are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the various components between the controlled shafts at both ends are eliminated. If power generation is to be performed, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are maintained in a connected state. If power generation is not required, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are maintained in a disconnected state.

[0029] Compared with the prior art, the present invention has achieved the following technical effects:

[0030] The present invention provides a compact, highly reinforced, continuously variable geometric compression ratio device and control method. By coordinating a multi-rod mechanism with a control unit, the device can achieve a wide range of continuously variable geometric compression ratios, and is applicable to engines of various structural types such as in-line, V-type, and star-type. When the compression ratio remains unchanged, the control unit controls the controlled shaft, eccentric bushing, connecting rod and other components to be fixed relative to the crankshaft, and the above-mentioned components and the crankshaft rotate relative to the engine body as a whole. On the one hand, the number of components in relative motion is greatly reduced, the mechanical efficiency of the engine is significantly improved, and the friction and wear problem of the components is significantly improved. On the other hand, the same dead point positions (eccentric bushings) are the same. The crankshaft is fixed so that the positions of the same-named dead points are the same), and the difficulty of engine matching and calibration is significantly reduced; the various components of the multi-rod mechanism can reliably withstand the gas force in the engine cylinder with an axial dimension much smaller than that of the gear mechanism, and the axial dimension of the engine can be significantly reduced. Compared with the existing patent (patent application number: 202510196310.3), the device of the present invention not only greatly reduces the cylinder spacing of a single cylinder, but also can greatly improve the transient operating characteristics of the device by eliminating the gaps between the various components of the multi-rod mechanism when the compression ratio remains unchanged. The life of the components and the consistency of the geometric compression ratio of each cylinder are significantly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 Schematic diagram of the structure of the eccentric sleeve synchronous drive mechanism with one connecting rod in an embodiment of the present invention;

[0033] Figure 2 Schematic diagram of the structure of the eccentric sleeve synchronous drive mechanism with two connecting rods in an embodiment of the present invention;

[0034] Figure 3 Schematic diagram of the structure of the eccentric sleeve in an embodiment of the present invention;

[0035] Figure 4 This is an exploded view of the structure of the eccentric sleeve in an embodiment of the present invention;

[0036] Figure 5 This is a structural diagram of an eccentric sleeve synchronous drive mechanism installed on a crankshaft in an embodiment of the present invention;

[0037] Figure 6 Schematic diagram of the structure of the crankshaft in an embodiment of the present invention;

[0038] Figure 7 This is a structural diagram of an eccentric sleeve synchronous drive mechanism installed on a single-row five-star engine in an embodiment of the present invention;

[0039] Figure 8 This is a schematic diagram of the structure of an eccentric sleeve synchronous drive mechanism installed on a V12 engine in an embodiment of the present invention;

[0040] Figure 9 This is a schematic structural diagram of an output end locker in an embodiment of the present invention;

[0041] Figure 10 This is an exploded view of the structure of the output end locker in an embodiment of the present invention;

[0042] Figure 11 Schematic diagram of the structure of the pressure plate in an embodiment of the present invention.

[0043] In the figure: 1-eccentric sleeve, 101-first eccentric sleeve, 102-second eccentric sleeve, 103-wedge block, 104-sleeve swing arm, 1A-inner hole, 1A1-first inner hole, 1A2-second inner hole, 1B-hinge hole, 1C-outer circle, 1C1-first outer circle, 1C2-second outer circle, 1D-radial limiter, 1D1-first radial limiter, 1D2-second radial limiter, 1E1-first limit compression ratio limiter, 1E2-second limit compression ratio limiter, 1E1A-first A-side limit compression ratio limiter, 1E1B-first B-side limit compression ratio limiter, 1E2A-second A-side limit compression ratio limiter Ratio limit part, 1E2B-second B-side limit compression ratio limit part, 1F-axial limit part, 1F1-first axial limit, 1F2-second axial limit, 1G-joining surface, 1G1-first joint surface, 1G2-second joint surface, 2-connecting rod, 201-first connecting rod, 202-second connecting rod, 3-controlled shaft, 301-shaft swing arm, 3A-radial connecting surface, 3B-axial connecting hole, 3C-axial limit surface, 4-articular pin, 5-crankshaft, 501-crank journal, 502-main journal, 503-controlled shaft mounting hole, 504-crank arm, 6A-outer rotor, 6B-inner rotor, 6C-blade, A- First oil chamber, B-second oil chamber, 601-planetary gear phase adjustment mechanism, 601A-phase adjustment gear, 602-control end locker, 603A-driven sleeve, 603B-driving gear, 604A-phase adjustment motor, 604B-motor end gear, 604C-output end gear, 7-output end locker, 70-output end controlled shaft, 70A-output end radial connection surface, 70B-output end axial connection hole, 70C-external spline, 701-fork, 701A-control end, 701B-support end, 701C-executing end, 702-separation disk, 702A-controlled surface, 702B-guide hole, 702C-drive Dynamic surface, 703-flywheel body, 703A-starting gear, 703B-flywheel output end, 703C-flywheel locking surface, 703D-spring seat mounting surface, 703E-guide bolt hole, 703F-release rod mounting hole, 704-controlled disk, 704A-internal spline, 704B-controlled disk locking surface, 705-pressure plate, 705A-pressure plate radial connecting hole, 705B-pressure plate locking surface, 706-compression spring, 707-spring seat, 708-release rod, 709-guide connecting bolt, 709A-first guide surface, 709B-second guide surface, 710-flywheel fastening bolt, 8-connecting rod, 9-piston. DETAILED DESCRIPTION

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] The purpose of the present invention is to provide a compact, highly reinforced, continuously variable geometric compression ratio device and control method to solve the problems existing in the prior art. The device is applicable to engines of various structural types, such as inline, V-type, and star-type. The device has high mechanical efficiency and reliability, a more compact structure, and the same dead point position for the same name, and can achieve a wide range of continuously variable geometric compression ratios.

[0046] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0047] like Figures 1-8 As shown, the present invention provides a compact, highly enhanced, continuously variable geometric compression ratio device, comprising a piston 9, a connecting rod 8, a crankshaft 5, an eccentric sleeve 1, a controlled shaft 3, and a control unit;

[0048] The eccentric sleeve 1 has an inner hole 1A and an outer cylindrical surface 1C, and the axes of the two are parallel but not collinear. At least one side of the eccentric sleeve 1 is provided with a multi-rod mechanism, which includes a sleeve swing arm 104 fixed to the eccentric sleeve 1, a shaft swing arm 301 fixed to the controlled shaft 3, and a connecting rod 2 with both ends hinged to the sleeve swing arm 104 and the shaft swing arm 301 respectively. The eccentric sleeve 1 is connected to the connecting rod 2 and the controlled shaft 3 to form an eccentric sleeve synchronous drive mechanism.

[0049] The large end hole of the connecting rod 8 is rotatably connected to the outer cylindrical surface 1C of the eccentric sleeve 1, that is, the large end hole of the connecting rod 8 is rotatably sleeved on the outer cylindrical surface 1C of the eccentric sleeve 1, and the small end hole of the connecting rod 8 is rotatably connected to the piston 9. The crank journal 501 of the crankshaft 5 is rotatably connected to the inner hole 1A of the eccentric sleeve 1, that is, the crank journal 501 of the crankshaft 5 rotates in the inner hole 1A of the eccentric sleeve 1, and the controlled shaft 3 is coaxially rotatably arranged inside the main journal 502 of the crankshaft 5;

[0050] The control unit includes a phase adjustment assembly, which includes a phase adjustment mechanism. One end of the crankshaft 5 is the output end, and the other end is the control end. The phase adjustment mechanism is set at the control end of the crankshaft 5. The phase adjustment mechanism is connected to the adjacent controlled shaft 3 (that is, the starting controlled shaft 3) and is used to adjust the phase of the controlled shaft 3 relative to the crankshaft 5.

[0051] In the present invention, when a multi-rod mechanism is provided on both sides of the eccentric sleeve 1, the multi-rod mechanisms on both sides are preferably symmetrically arranged. Of course, the multi-rod mechanisms on both sides can also be asymmetrical. For example, to meet requirements such as lightweighting, the multi-rod mechanisms at each location can be minimized to the greatest extent possible. In this case, the multi-rod mechanisms on both sides are asymmetrical structures.

[0052] like Figure 5-Figure 6 As shown, the eccentric sleeve 1 is sleeved on the outside of the crank journal 501 of the crankshaft 5, and the controlled shaft 3 is set inside the main journal 502 of the crankshaft 5 and the two are coaxially arranged. It should be noted that, Figure 5 Only the crankshaft section within one cylinder spacing is shown.

[0053] As a specific embodiment of the present invention, Figure 1 As shown, the multi-rod mechanism includes a sleeve swing arm 104 fixed on the eccentric sleeve 1, a shaft swing arm 301 fixed to one side of the controlled shaft 3, and a connecting rod 2 connecting the sleeve swing arm 104 and the shaft swing arm 301; a first limit compression ratio limit portion 1E1 is provided at the connection between the sleeve swing arm 104 and the connecting rod 2, and a second limit compression ratio limit portion 1E2 is provided at the connection between the shaft swing arm 301 and the connecting rod 2; at the two limit compression ratios, the connecting rod 2 directly contacts the sleeve swing arm 104, or the connecting rod 2 directly contacts the shaft swing arm 301. In this specific embodiment, as Figure 1 At the minimum compression ratio, connecting rod 2 directly abuts sleeve swing arm 104; at the maximum compression ratio, connecting rod 2 directly abuts shaft swing arm 301. Providing the extreme compression ratio limiter can reduce the maximum stress of various components of the eccentric sleeve synchronous drive mechanism at these two extreme compression ratios, thereby increasing component life and improving the transient operating characteristics of the device.

[0054] As a specific embodiment of the present invention, Figure 2As shown, the multi-rod mechanism includes two sleeve swing arms 104 fixed on the eccentric sleeve 1, two shaft swing arms 301 fixed on both sides of the controlled shaft 3, and two connecting rods 2, each connecting rod 2 is respectively connected to the sleeve swing arm 104 and the shaft swing arm 301 on the same side; the two connecting rods 2 are respectively a first connecting rod 201 and a second connecting rod 202, and a first A-side limit compression ratio limit portion 1E1A is set at the connection between the first connecting rod 201 and the sleeve swing arm 104, and a first B-side limit compression ratio limit portion 1E1A is set at the connection between the second connecting rod 202 and the sleeve swing arm 104. The first connecting rod 201 and the shaft swing arm 301 are connected at the limit compression ratio limit portion 1E1B, and the second A-side limit compression ratio limit portion 1E2A is set at the connection between the first connecting rod 201 and the shaft swing arm 301, and the second B-side limit compression ratio limit portion 1E2B is set at the connection between the second connecting rod 202 and the shaft swing arm 301; under the two limit compression ratios, the first connecting rod 201 and the shaft sleeve swing arm 104 are directly in contact with each other, and the second connecting rod 202 and the shaft swing arm 301 are directly in contact with each other, or the second connecting rod 202 and the shaft sleeve swing arm 104 are directly in contact with each other, and the first connecting rod 201 and the shaft swing arm 301 are directly in contact with each other. In this specific embodiment, as Figure 2 At the minimum compression ratio, the first connecting rod 201 directly abuts the sleeve swing arm 104, and the second connecting rod 202 directly abuts the shaft swing arm 301. At the maximum compression ratio, the second connecting rod 202 directly abuts the sleeve swing arm 104, and the first connecting rod 201 directly abuts the shaft swing arm 301. Compared to the previous embodiment in which a single connecting rod 2, a single sleeve swing arm 104, and a single shaft swing arm 301 are provided with a single-sided limit compression ratio limiter, this embodiment provides dual-sided limit compression ratio limiters, resulting in improved device operational stability and significantly enhanced component reliability and lifespan.

[0055] As a specific embodiment of the present invention, Figure 1 and Figure 2 As shown, a radial connecting surface 3A is provided on the controlled shaft 3 for transmitting torque, so as to realize the connection between the controlled shaft and the controlled shafts of other cylinders, or the controlled shaft at the regulating end (i.e., the output shaft of the phase adjustment mechanism), or the controlled shaft at the output end (i.e., the output shaft of the output end locker 7 hereinafter), thereby realizing synchronous rotation of the two; an axial connecting hole 3B and an axial limiting surface 3C are provided on the controlled shaft 3, and the axial connecting hole 3B is used to realize the fixed connection between the controlled shaft and the controlled shafts of other cylinders, or the controlled shaft at the regulating end, or the controlled shaft at the output end, and the axial limiting surface 3C is used to realize the precise control of the distance between the controlled shaft and the controlled shafts of other cylinders, or the controlled shaft at the regulating end, or the controlled shaft at the output end, and the axial connecting hole 3B and the axial limiting surface 3C cooperate to connect and limit in the axial direction, so as to realize the fixed connection between the above-mentioned two adjacent shaft parts, and ensure that the two rotate relative to the crankshaft while preventing the two from having excessive axial movement relative to the crankshaft.

[0056] It should be noted that when the controlled shaft 3 and the shaft swing arm 301 adopt an integrated structure, when installing the controlled shaft 3 and the crankshaft 5, it is necessary to install the first integrated structure of the controlled shaft 3 and the shaft swing arm 301 between the two crank arms 504 (the distance between the two crank arms 504 is equal to the length of the crank journal 501), and the total axial length of the integrated structure of the controlled shaft 3 and the shaft swing arm 301 cannot exceed the length of the crank journal 501. After the first controlled shaft is installed, the second controlled shaft needs to be installed within the remaining distance (the difference between the length of the crank journal 501 and the thickness of the shaft swing arm 301). Therefore, the total length of the second controlled shaft cannot exceed the difference between the length of the crank journal 501 and the thickness of the shaft swing arm 301. When the length of the two controlled shafts 3 inside the same crankshaft main journal is not enough to meet the requirements of reliable connection between the two, an intermediate connector can be added between the two to firmly connect the two controlled shafts 3.

[0057] When the controlled shaft 3 and the shaft swing arm 301 adopt a separate structure, the controlled shaft 3 can be passed from one end of the crankshaft 5 to the main journal 502 to be installed, and then the shaft swing arm 301 is fixedly connected to the controlled shaft 3. Therefore, in this case, the controlled shaft 3 is not subject to the above-mentioned installation size restrictions.

[0058] As a specific embodiment of the present invention, Figure 3 As shown, the eccentric sleeve 1 comprises at least an inner bore 1A, a hinge hole 1B, and an outer surface 1C. The axes of the inner bore 1A, hinge hole 1B, and outer surface 1C are parallel but not collinear. Inner bore 1A is rotatably connected to the crank journal 501 of the crankshaft 5, while outer surface 1C is rotatably connected to the large end hole of the connecting rod 8. The hinge hole 1B is used to achieve the hinged connection between the sleeve swing arm 104 of the eccentric sleeve 1 and the connecting rod 2.

[0059] As a specific embodiment of the present invention, in order to ensure the reliability of the crankshaft, a split eccentric sleeve solution that does not damage the crankshaft is preferred. Figure 3-Figure 4 As shown, the eccentric sleeve 1 includes a first eccentric sleeve 101, a second eccentric sleeve 102 and a wedge block 103. The first eccentric sleeve 101 has a first bonding surface 1G1, and the second eccentric sleeve 102 has a second bonding surface 1G2. The first bonding surface 1G1 and the second bonding surface 1G2 cooperate to form a bonding surface 1G. The junction of the first eccentric sleeve 101 and the second eccentric sleeve 102 is connected to each other through the wedge block 103. On this basis, the first inner hole 1A1 provided on the first eccentric sleeve 101 and the second inner hole 1A2 provided on the second eccentric sleeve 102 cooperate to form the inner hole 1A; the first outer cylindrical surface 1C1 provided on the first eccentric sleeve 101 and the second outer cylindrical surface 1C2 provided on the second eccentric sleeve 102 cooperate to form the outer cylindrical surface 1C.

[0060] A radial limiter 1D is provided on the eccentric sleeve 1, which cooperates with the wedge block 103 and the joint surface 1G to prevent the first eccentric sleeve 101 and the second eccentric sleeve 102 from radially dislocating. An axial limiter 1F is also provided on the eccentric sleeve 1, which cooperates with the wedge block 103 and the joint surface 1G to prevent the first eccentric sleeve 101 and the second eccentric sleeve 102 from axially dislocating. Specifically, Figure 4 As shown, a first radial limiting portion 1D1 is provided on the first eccentric sleeve 101, and a second radial limiting portion 1D2 is provided on the second eccentric sleeve 102. The first radial limiting portion 1D1 and the second radial limiting portion 1D2 together constitute a radial limiting portion 1D. The first radial limiting portion 1D1 and the second radial limiting portion 1D2 cooperate with each other to realize the radial mutual limiting of the first eccentric sleeve 101 and the second eccentric sleeve 102, so that the first eccentric sleeve 101 and the second eccentric sleeve 102 are radially fixed relative to each other. Fixed; a first axial limiting portion 1F1 is provided on the first eccentric sleeve 101, and a second axial limiting portion 1F2 is provided on the second eccentric sleeve 102. The first axial limiting portion 1F1 and the second axial limiting portion 1F2 together constitute an axial limiting portion 1F. The first axial limiting portion 1F1 and the second axial limiting portion 1F2 cooperate with each other to realize the axial mutual limiting of the first eccentric sleeve 101 and the second eccentric sleeve 102, so that the first eccentric sleeve 101 and the second eccentric sleeve 102 are axially relatively fixed.

[0061] As a specific embodiment of the present invention, a fracture process is preferably used to form the first joint surface 1G1 provided on the first eccentric sleeve 101 and the second joint surface 1G2 provided on the second eccentric sleeve 102. The joint surface 1G of the eccentric sleeve 1 thus formed has higher positioning accuracy and assembly quality, and the eccentric sleeve 1 has higher load-bearing capacity and shear resistance.

[0062] like Figure 7 and Figure 8 As shown, the outer surface 1C of the eccentric sleeve 1 is rotatably connected to the large end hole of the connecting rod 8. The installation of the piston 9 and the connecting rod 8 is the same as that of the existing engine. Regardless of the engine structure type, such as in-line, V-type, star-type, etc., the present device is applicable. For engines with a single crank, such as single-cylinder engines, V-type two-cylinder engines, horizontally opposed two-cylinder engines, and single-row multi-star engines, the following can be used. Figure 7 For engines with multiple cranks, such as inline multi-cylinder engines, V-type multi-cylinder engines, and multi-row multi-star engines, the following can be used: Figure 8 Multi-curve structure.

[0063] As a specific embodiment of the present invention, the phase adjustment mechanism adopts any one of a planetary gear phase adjustment mechanism, a hydraulic phase adjustment mechanism and a multi-rod phase adjustment mechanism.

[0064] When adjusting the compression ratio, the phase adjustment mechanism causes the controlled shaft 3 to rotate relative to the crankshaft 5 by a certain phase. This rotational motion of the controlled shaft 3 is transmitted to the eccentric sleeve 1 via the connecting rod 2, causing the eccentric sleeve 1 to rotate as well, thereby adjusting the phase of the eccentric sleeve 1 relative to the crankshaft 5. This changes the position of the eccentric sleeve 1's outer diameter relative to the crankshaft's main journal 502, thereby changing the engine's effective crank radius and ultimately changing the compression ratio. Two multi-bar mechanisms are located between adjacent eccentric sleeves 1. The controlled shafts of these two multi-bar mechanisms are connected and rotate synchronously, thus achieving synchronous adjustment of multiple eccentric sleeves 1.

[0065] As a specific embodiment of the present invention, the phase adjustment assembly also includes a control end locker 602, which is connected to the phase adjustment mechanism and is used to lock or unlock the output of the phase adjustment mechanism, that is, to lock or unlock the output shaft of the phase adjustment mechanism. When the output shaft of the phase adjustment mechanism is locked, the phase adjustment mechanism rotates synchronously with the crankshaft. When the output shaft of the phase adjustment mechanism is unlocked, the phase adjustment can be performed by controlling the phase adjustment mechanism to control the rotation of the controlled shaft at the adjustment starting end relative to the crankshaft.

[0066] As a specific embodiment of the present invention, the control unit also includes an output end locker 7. The output end locker 7 is set at the output end of the crankshaft 5. The output end locker 7 is connected to the adjacent controlled shaft 3 and is used to lock or unlock the controlled shaft 3 (i.e., the end controlled shaft 3) adjacent to the output end locker 7 relative to the crankshaft 5.

[0067] As a specific embodiment of the present invention, when a hydraulic phase adjustment mechanism is used, the hydraulic phase adjustment mechanism is controlled by controlling a hydraulic valve. The hydraulic phase adjustment mechanism is a vane type hydraulic phase adjustment mechanism, a spline type hydraulic phase adjustment mechanism, etc. Figure 7 As shown, when the hydraulic phasing mechanism uses a vane-type mechanism, it comprises an outer rotor 6A, an inner rotor 6B, and vanes 6C. The outer rotor 6A is connected to the crankshaft and rotates synchronously with it. The inner rotor 6B is connected to the controlled shaft at the control end and rotates synchronously with it. Vanes 6C are radially slidably mounted on the inner rotor 6B and divide the outer rotor 6A and inner rotor 6B into a first oil chamber and a second oil chamber. A hydraulic valve controls the amount of hydraulic oil in the first and second oil chambers, thereby controlling the phase of the inner rotor 6B relative to the outer rotor 6A, ultimately achieving phase adjustment of the controlled shaft relative to the crankshaft.

[0068] As a specific embodiment of the present invention, Figure 8 As shown, when a planetary gear phase adjustment mechanism 601 is used, it is preferred to set a phase adjustment motor assembly, a driven sleeve 603A and a driving gear 603B. The driven sleeve 603A is set between the phase adjustment motor assembly and the driving gear 603B, and the driving gear 603B rotates and drives the phase adjustment gear 601A on the planetary bracket. Figure 8As shown, the phase-shifting motor assembly includes at least a phase-shifting motor 604A, a motor-end gear 604B, and an output-end gear 604C. The phase-shifting motor 604A drives the motor-end gear 604B, which in turn drives the output-end gear 604C. The output-end gear 604C is coaxially arranged with the driving gear 603B, rotating synchronously with the transmission shaft. However, the driving gear 603B is loosely mounted on the transmission shaft. The driving gear 603B is provided with a control gear and a connecting gear, which drives the phase-shifting gear 601A. The driven sleeve 603A is coaxially arranged with the transmission shaft, rotating synchronously and allowing relative axial movement. By controlling the axial position of driven sleeve 603A, the connection between driven sleeve 603A and the control gear on driving gear 603B is controlled, thereby controlling the switching between the connection and disconnection between phase-shifting motor 604A and driving gear 603B, ultimately determining whether phase-shifting motor 604A can control the phase of phase-shifting gear 601A relative to the crankshaft. Furthermore, when phase-shifting motor 604A requires a multi-speed power generation mode, multiple sets of driving gears and corresponding driven sleeves are provided. By controlling the axial position of each driven sleeve, the gear transmission path between the phase-shifting motor assembly and crankshaft 5 is controlled, thereby adjusting the speed ratio between the phase-shifting motor 604A and crankshaft 5.

[0069] It should be noted that the control end locker 602 and the output end locker 7 without special connection requirements can all adopt various existing clutches, and friction clutches are preferred. However, unlike the control end, the engine output end mostly needs to be directly or indirectly connected to the output shaft of the power equipment. For example, for a vehicle engine, the engine crankshaft is fixedly connected to the flywheel, and the flywheel is connected to the clutch. Therefore, for an engine equipped with a flywheel and a clutch, the present invention also proposes an output end locker 7 with a flywheel body. Specifically, as Figure 9-10As shown, the output end locker 7 includes a flywheel body 703, an output end controlled shaft 70, a controlled disk 704, a pressure plate 705, a compression spring 706 and a spring seat 707. The flywheel body 703 is fixedly connected to the crankshaft 5, the output end controlled shaft 70 is coaxially arranged inside the main journal 502 of the crankshaft 5 and passes through the flywheel body 703, one end of the output end controlled shaft 70 is connected to the adjacent controlled shaft 3 (i.e., the end controlled shaft 3) and the two can rotate synchronously; the other end of the output end controlled shaft 70 is connected to the controlled disk 704 and the two can rotate synchronously, and the controlled disk 704 can move axially relative to the output end controlled shaft 70; the pressure plate 705 is connected to the flywheel body 703 and the two can rotate synchronously, and the pressure plate 705 can move axially relative to the flywheel body 703. The output-end controlled shaft 70 and the adjacent controlled shaft 3 utilize an output-end radial connection surface 70A to achieve synchronous rotation. An output-end axial connection hole 70B secures the connection, and an axial limiting surface precisely controls the axial distance between the two. The output-end axial connection hole 70B and the axial limiting surface cooperate to provide axial positioning, securing the two shaft components and ensuring relative rotation relative to the crankshaft while preventing excessive axial movement. A spline connection is employed between the output-end controlled shaft 70 and the controlled disk 704, with external splines 70C provided on the output-end controlled shaft 70 and corresponding internal splines 704A provided on the controlled disk 704. The guide connecting bolt 709 is installed in the guide bolt hole 703E on the flywheel body 703 to achieve a fixed connection between the two. The radial connecting hole 705A of the pressure plate 705 cooperates with the second guide surface 709B of the guide connecting bolt 709; the spring seat 707 is fixed on the flywheel body 703, and the controlled plate 704, the pressure plate 705 and the compression spring 706 are axially arranged in sequence between the flywheel body 703 and the spring seat 707, and the compression spring 706 is close to the spring seat 707. The compression spring 706 provides elastic force to lock the flywheel body 703, the controlled plate 704 and the pressure plate 705; when the engine only needs a limited number of geometric compression ratios, the contact surface between the flywheel body 703 and the controlled plate 704 or the contact surface between the controlled plate 704 and the pressure plate 705 adopts a toothed locking surface, such as Figure 10 and Figure 11A toothed controlled disc locking surface 704B is provided on the controlled disc 704, and a toothed pressure plate locking surface 705B matching the controlled disc locking surface 704B is correspondingly provided on the pressure plate 705, thereby achieving step-by-step and precise adjustment of the geometric compression ratio; when the engine needs to adjust the geometric compression ratio without restriction, the contact surface between the flywheel body 703 and the controlled disc 704, as well as the contact surface between the controlled disc 704 and the pressure plate 705, adopts a toothless locking surface. It should be noted that multiple controlled discs 704 and pressure plates 705 can be used. When multiple controlled discs 704 and pressure plates 705 are provided, the number of controlled discs 704 and pressure plates 705 is equal, and the controlled discs 704 and pressure plates 705 are alternately arranged axially between the flywheel body 703 and the compression spring 706.

[0070] As a specific embodiment of the present invention, the output-end locker 7 is connected to a locker unlocking mechanism for releasing the lock of the compression spring 706 on the flywheel body 703, the controlled disk 704, and the pressure plate 705. Specifically, the locker unlocking mechanism can be provided on the flywheel body 703 or between the engine body and the flywheel body 703.

[0071] For example, a hydraulic or pneumatic piston, or an electromagnetic pin, is provided on the flywheel body 703. When the output-end locker 7 needs to be unlocked, the piston or pin extends and pushes the pressure plate 705 away from the flywheel body 703. When the output-end locker 7 needs to be locked, the piston or pin retracts, and the compression spring 706 pushes the pressure plate 705, locking the pressure plate 705, the controlled disk 704, and the flywheel body 703.

[0072] For example, Figure 9-10As shown, a separation disc 702 and a shift fork 701 are disposed between the engine body and the flywheel body 703, and a separation rod 708 is slidably disposed on the flywheel body 703. The flywheel body 703 and the separation disc 702 are connected, rotating synchronously and allowing the separation disc 702 to move axially relative to the flywheel body 703. The actuating end 701C of the shift fork 701 is used to push the controlled surface 702A of the separation disc 702 toward the flywheel body 703 when necessary. A guide connecting bolt 709 is installed in a guide bolt hole 703E on the flywheel body 703 to securely connect the two. The first guide surface 709A on the guide connecting bolt 709 mates with the guide hole 702B on the separation disc 702, thereby achieving synchronous rotation of the flywheel body 703 and the separation disc 702 and allowing the separation disc 702 to move axially relative to the flywheel body 703. A release rod mounting hole 703F is provided on the flywheel body 703, and a release rod 708 is slidably provided in the release rod mounting hole 703F, thereby achieving synchronous rotation of the flywheel body 703 and the release rod 708 and allowing the release rod 708 to move axially relative to the flywheel body 703. When it is necessary to unlock the output end locker 7, the shift fork 701 is shifted to push the separation disc 702 toward the flywheel body 703, and then the movement of the separation disc 702 is transmitted to the pressure plate 705 through the release rod 708, pushing the pressure plate 705 away from the flywheel body 703. When it is necessary to lock the output end locker 7, the force applied to the shift fork 701 is removed, and the compression spring 706 pushes the pressure plate 705 to lock the pressure plate 705, the controlled disc 704 and the flywheel body 703, and pushes the release rod 708 and the separation disc 702 away from the flywheel body 703.

[0073] It should be noted that the connection method between the above-mentioned components that need to ensure synchronous rotation can adopt keys, pins, or mechanical concave-convex structures, etc. Other common connection methods are within the scope of protection of the present invention.

[0074] As a specific embodiment of the present invention, Figure 9 As shown, as needed, a starting gear 703A is fixedly provided on the flywheel body 703 for starting the engine; a flywheel output end 703B can also be fixedly provided on the flywheel body 703 for connecting to a clutch of a power equipment using the variable geometry compression ratio engine.

[0075] A control method for a compact, highly reinforced, continuously variable geometry compression ratio device as described above comprises the following steps: when the engine needs to adjust the compression ratio, the control unit controls the controlled shaft to rotate to a target phase relative to the crankshaft; when the engine does not need to adjust the compression ratio, the control unit controls the controlled shaft to rotate synchronously with the crankshaft.

[0076] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly. When the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the controlled shaft is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to a target phase to adjust the compression ratio; when the engine does not need to adjust the compression ratio, the controlled shaft is controlled by the phase adjustment mechanism to rotate synchronously with the crankshaft.

[0077] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly, and the phase adjustment assembly includes a phase adjustment mechanism and a control-end locker. When the engine needs to adjust the compression ratio, the control-end locker is unlocked, and the controlled shaft is controlled to rotate to a target phase relative to the crankshaft by the phase adjustment mechanism to adjust the compression ratio, and then the control-end locker is locked; when the engine does not need to adjust the compression ratio, the phase adjustment mechanism is locked by the control-end locker, so that the controlled shaft rotates synchronously with the crankshaft.

[0078] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the output end locker is unlocked, and the controlled shaft is controlled to rotate to the target phase relative to the crankshaft by the phase adjustment mechanism to adjust the compression ratio, and then the output end locker is locked; when the engine does not need to adjust the compression ratio, the output end locker is locked, so that the controlled shaft adjacent to the output end locker is relatively stationary and rotates synchronously with the crankshaft as a whole, and the controlled shaft adjacent to the phase adjustment mechanism is applied with a unidirectional torque relative to the crankshaft by the phase adjustment mechanism, so that the gaps between the components of the controlled shafts at both ends (i.e., the starting controlled shaft and the end controlled shaft) are eliminated.

[0079] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, when the engine needs to adjust the compression ratio, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to the target phase to adjust the compression ratio, and then the output end locker is locked, and the controlled shaft adjacent to the phase adjustment mechanism is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to the target phase again. Phase is used to eliminate the gaps between the various components between the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft), and finally the regulating end locker is locked; when the engine does not need to adjust the compression ratio, the regulating end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft) and the multi-rod mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the various components between the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft) are eliminated.

[0080] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly and an output end locker, the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, the phase adjustment mechanism is a planetary gear phase adjustment mechanism, and is equipped with a phase adjustment motor assembly, the phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and when there is no power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate to the target phase relative to the crankshaft to adjust the compression ratio, and then the output end locker is locked, and the phase adjustment mechanism is controlled again to rotate the controlled shaft adjacent to the phase adjustment mechanism The controlled shaft rotates relative to the crankshaft to the target phase to eliminate the gaps between the various components between the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft), and finally the regulating end locker is locked to disconnect the connection between the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism; when the engine does not need to adjust the compression ratio, the regulating end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft) and the multi-rod mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the various components between the controlled shafts at both ends (i.e., the starting controlled shaft and the terminal controlled shaft) are eliminated, and the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are kept in a disconnected state.

[0081] As a specific embodiment of the present invention, the control unit includes a phase adjustment assembly and an output end locker, the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, the phase adjustment mechanism is a planetary gear phase adjustment mechanism, and is equipped with a phase adjustment motor assembly, the phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and in power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is transmission-connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate to the target phase relative to the crankshaft to adjust the compression ratio, and then the output end locker is locked, and the controlled shaft adjacent to the phase adjustment mechanism is controlled by the phase adjustment mechanism to rotate to the target phase relative to the crankshaft again to eliminate the controlled shafts at both ends (i.e., the starting controlled shaft and the end controlled shaft). and the output end locking device is kept in a locked state, so that the controlled shafts at both ends (i.e., the starting controlled shaft and the end controlled shaft) and the multi-rod mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the various components between the controlled shafts at both ends (i.e., the starting controlled shaft and the end controlled shaft) are eliminated. If power generation is to be performed, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are kept in a connected state. If power generation is not required, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are kept in a disconnected state.

[0082] Different control methods are required depending on the specific devices included in the control unit. For example, a planetary gear phasing mechanism must be equipped with a control-end locker, while a hydraulic phasing mechanism can be equipped with or without a control-end locker. Without a control-end locker, the hydraulic phasing mechanism requires a larger mechanism.

[0083] Because gaps exist between the various components in the phase adjustment mechanism and the eccentric sleeve synchronous drive mechanism, if an output-end locker is not configured, the eccentric sleeve will cause slight movement relative to the crankshaft journal even when the compression ratio does not need to be adjusted. For multi-cylinder engines, the farther the eccentric sleeve is from the phase adjustment mechanism, the greater its movement relative to the crankshaft journal, which will lead to increased friction and wear of related components. Therefore, the present invention provides an output-end locker to eliminate the effects of these gaps. When the engine compression ratio needs to be adjusted, all locks (the control-end locker and the output-end locker) are first unlocked. Then, the phase of the controlled shaft at the end relative to the crankshaft is first adjusted to the target value. The output-end locker is then locked. After that, the phase of the controlled shaft at the beginning relative to the crankshaft is adjusted to the target value, and the control-end locker is then locked. This completes the compression ratio adjustment and eliminates all gaps. When the compression ratio does not need to be adjusted, all locks remain locked, and the phase of the controlled shaft relative to the crankshaft remains fixed.

[0084] Because there are gaps between the parts of the device that move relative to each other (such as shaft-hole gaps), when an output end locker is installed, in order to ensure the consistency of the movement of each piston, it is necessary to compensate for the size of the components. The compensation mechanism is as follows:

[0085] When the output-end locking device 7 is used to lock the controlled shaft at the end, a multi-link mechanism exists between the locked controlled shaft 3 and the adjacent eccentric sleeve 1 (designated eccentric sleeve No. 1). Due to gaps between the eccentric sleeve 1 (sleeve swing arm 104) and the connecting rod 2, between the connecting rod 2 and the controlled shaft 3 (shaft swing arm 301), and between the eccentric sleeve 1 and the crank journal 501, eccentric sleeve No. 1 swings relative to the crankshaft 5. The eccentric sleeve adjacent to eccentric sleeve No. 1 is designated eccentric sleeve No. 2. Two multi-link mechanisms exist between eccentric sleeves No. 1 and No. 2. Therefore, eccentric sleeve No. 2 swings approximately three times relative to the crankshaft 5 (the controlled shaft locked at the output end), and between eccentric sleeves No. 1 and No. 2 swing approximately two times. Similarly, each eccentric sleeve 1 swings relative to the other. Therefore, when adjusting and controlling the phase of the controlled shaft 3 relative to the crankshaft 5 through the phase adjustment mechanism, it is necessary to perform dimensional compensation on one or more of the eccentric sleeve 1, the multi-rod mechanism, and the controlled shaft 3, so as to achieve complete consistency in the relative position of the outer circle of each eccentric sleeve 1 and the main journal 502 of the crankshaft.

[0086] The following are control methods according to several specific embodiments of the present invention:

[0087] Example 1:

[0088] When the control end locker 602, the planetary gear phase adjustment mechanism 601 and the output end locker 7 are used and the phase adjustment motor assembly does not have a power generation mode, the specific control method is as follows:

[0089] X1: Read engine speed, load, intake air temperature, intake air pressure and other signals;

[0090] X2: Determine whether the engine needs to adjust the compression ratio;

[0091] X3: If no, return to X1; if yes, read the target phase of the end controlled axis and the target phase of the start controlled axis, then jump to S1;

[0092] S1: Entering the first stage control mode of the phase-adjusting motor assembly, matching the speed of the output gear 604C of the phase-adjusting motor assembly with the speed of the driving gear 603B;

[0093] S2: Switch the driven sleeve 603A to the connection position;

[0094] S3: Switch the control end locker 602 and the output end locker 7 to the unlocked state;

[0095] S4: Enter the second stage control mode of the phase-adjusting motor assembly and rotate the end controlled shaft to the target phase;

[0096] S5: Switch the output end locker 7 to the locking state;

[0097] S6: Enter the third stage control mode of the phase-adjusting motor assembly and rotate the controlled shaft at the starting end to the target phase;

[0098] S7: Switch the control end locker to the locking state;

[0099] S8: Switch the driven sleeve 603A to the disconnected position;

[0100] S9: Back to X1.

[0101] Example 2:

[0102] When the control end locker 602, the planetary gear phase adjustment mechanism 601 and the output end locker 7 are used and the phase adjustment motor assembly has a power generation mode, the specific control method is as follows:

[0103] X1: Read engine speed, load, intake air temperature, intake air pressure and other signals;

[0104] X2: Determine whether the engine needs to adjust the compression ratio;

[0105] X3: If no, jump to S8; if yes, read the target phase of the end controlled axis and the target phase of the start controlled axis, and then determine whether it is the power generation mode;

[0106] X4: If it is not in power generation mode, then jump to S1; if it is in power generation mode, enter the phase-adjusting motor assembly preparatory stage control mode, switch the phase-adjusting motor assembly from power generation mode to electric mode, and then jump to S3;

[0107] S1: Entering the first stage control mode of the phase-adjusting motor assembly, matching the speed of the output gear 604C of the phase-adjusting motor assembly with the speed of the driving gear 603B;

[0108] S2: Switch the driven sleeve 603A to the connection position;

[0109] S3: Switch the control end locker 602 and the output end locker 7 to the unlocked state;

[0110] S4: Enter the second stage control mode of the phase-adjusting motor assembly and rotate the end controlled shaft to the target phase;

[0111] S5: Switch the output end locker 7 to the locking state;

[0112] S6: Enter the third stage control mode of the phase-adjusting motor assembly and rotate the controlled shaft at the starting end to the target phase;

[0113] S7: Switch the control end locker 602 to the locking state;

[0114] S8: Determine whether it is necessary to switch to power generation mode;

[0115] S9: If yes, switch the phase-adjusting motor assembly from the motoring mode to the generating mode; if no, power off the phase-adjusting motor assembly and switch the driven sleeve 603A to the disconnected position;

[0116] S10: Return to X1.

[0117] Example 3:

[0118] When the control end locker 602, the hydraulic phase adjustment mechanism and the output end locker 7 are used, the specific control method is as follows:

[0119] X1: Read engine speed, load, intake air temperature, intake air pressure and other signals;

[0120] X2: Determine whether the engine needs to adjust the compression ratio;

[0121] X3: If no, return to X1; if yes, read the target phase of the end controlled axis and the target phase of the start controlled axis, then jump to S1;

[0122] S1: Entering the first stage control mode of the hydraulic phase adjustment mechanism, controlling the oil volume and pressure in the first and second oil chambers of the hydraulic phase adjustment mechanism so that the controlled shaft at the starting end is stationary relative to the crankshaft, and then switching the control end locker 602 and the output end locker 7 to the unlocked state;

[0123] S2: Enter the second stage control mode of the hydraulic phase adjustment mechanism and rotate the end controlled shaft to the target phase;

[0124] S3: Switch the output end locker 7 to the locking state;

[0125] S4: Enter the third stage control mode of the hydraulic phase adjustment mechanism and rotate the controlled shaft at the starting end to the target phase;

[0126] S5: Switch the control end locker 602 to the locking state;

[0127] S6: Entering the hydraulic phase adjustment mechanism preparatory control mode, maintaining the oil volume in the first oil chamber and the second oil chamber (compensating for leakage);

[0128] S7: Back to X1.

[0129] Example 4:

[0130] When the hydraulic phase adjustment mechanism and the output end locker 7 are used, the specific control method is as follows:

[0131] X1: Read engine speed, load, intake air temperature, intake air pressure and other signals;

[0132] X2: Determine whether the engine needs to adjust the compression ratio;

[0133] X3: If no, return to X1; if yes, read the target phase of the end controlled axis and the target phase of the start controlled axis, then jump to S1;

[0134] S1: Entering the first stage control mode of the hydraulic phase adjustment mechanism, controlling the oil volume and pressure in the first and second oil chambers of the hydraulic phase adjustment mechanism, so that the controlled shaft at the starting end is stationary relative to the crankshaft, and switching the output end locker 7 to the unlocked state;

[0135] S2: Enter the second stage control mode of the hydraulic phase adjustment mechanism and rotate the end controlled shaft to the target phase;

[0136] S3: Switch the output end locker 7 to the locking state;

[0137] S4: Entering the hydraulic phase adjustment mechanism maintenance stage control mode, the hydraulic phase adjustment mechanism provides the starting controlled shaft with a unidirectional torque relative to the crankshaft to eliminate the gaps between all components between the starting controlled shaft and the end controlled shaft;

[0138] S5: Return to X1.

[0139] When the engine does not need to adjust the compression ratio, the present invention's components, including the phasing mechanism, the control-end locker, the output-end locker, the controlled shafts of each cylinder, the eccentric bushings, and the connecting rods, are all fixed relative to the crankshaft. These components and the crankshaft rotate relative to the engine as a whole. Furthermore, the coordination of the control-end locker and the output-end locker not only eliminates backlash within the multi-rod mechanism but also resolves the issue of fit between the eccentric bushings and the connecting rod's big-end hole during engine operation. This significantly improves the transient operating characteristics of the device and significantly enhances the consistency of the geometric compression ratios of each cylinder. In summary, compared to existing eccentric connecting rod big-end solutions, the present invention offers the following advantages: When the compression ratio remains constant, the number of components in relative motion is significantly reduced, significantly improving mechanical efficiency and significantly alleviating friction and wear issues; identical stop points are located at the same position, significantly reducing the difficulty of engine matching and calibration; and the components of the multi-rod mechanism can reliably withstand the gas forces within the engine cylinder while maintaining a much smaller axial dimension than a gear mechanism, significantly reducing the engine's axial dimensions. Compared to the existing patent (patent application number: 202510196310.3), the device of this application not only significantly reduces the inter-cylinder spacing but also significantly improves the device's transient operating characteristics by eliminating the backlash between the multi-rod mechanisms of each cylinder. This significantly increases component life and the consistency of the geometric compression ratio across cylinders. Compared to the original engine with a fixed compression ratio, the device of this application also increases the inter-cylinder spacing, but the engine's axial dimensions are smaller than the original engine, resulting in significantly lower fuel consumption and emissions. This is because, when operating at a low compression ratio under high-speed and high-load conditions, the device of this application increases the engine's clearance volume and shortens the piston stroke. The low compression ratio combined with the large clearance volume allows more fuel to be injected into the combustion chamber, thereby increasing the piston's single-stroke power output. The short piston stroke also increases engine speed, thereby increasing the power frequency. This ultimately leads to a significant increase in the engine's per-cylinder power output. Therefore, while maintaining the same power output as the original engine, the number of cylinders can be reduced, ultimately achieving an engine with a smaller axial dimension than the original engine. Furthermore, when using a high compression ratio under partial load conditions, the device of the present invention reduces engine clearance volume and lengthens piston stroke. The combination of a high compression ratio and a small clearance volume allows for a more optimal excess air ratio within the combustion chamber and lowers cooling losses, thereby reducing fuel consumption and emissions. The long piston stroke allows the cylinder gas to more fully push the piston to produce work, further improving engine thermal efficiency. This ultimately leads to significantly reduced engine fuel consumption and emissions.

[0140] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. A compact, highly enhanced, continuously variable geometric compression ratio device, characterized by: It includes piston, connecting rod, crankshaft, eccentric bushing, controlled shaft and control unit; The eccentric sleeve has an inner hole and an outer circular surface, and the axes of the two are parallel but not collinear. At least one side of the eccentric sleeve is provided with a multi-rod mechanism, and the multi-rod mechanism includes a sleeve swing arm fixed on the eccentric sleeve, a shaft swing arm fixed on the controlled shaft, and a connecting rod with two ends hinged to the sleeve swing arm and the shaft swing arm respectively; The large end hole of the connecting rod is rotatably connected to the outer cylindrical surface of the eccentric sleeve, the small end hole of the connecting rod is rotatably connected to the piston, the crank journal of the crankshaft is rotatably connected to the inner hole of the eccentric sleeve, and the controlled shaft is coaxially rotatably arranged inside the main journal of the crankshaft; The control unit includes a phase adjustment assembly, which includes a phase adjustment mechanism. One end of the crankshaft is the output end, and the other end is the control end. The phase adjustment mechanism is set at the control end of the crankshaft, and the phase adjustment mechanism is connected to the adjacent controlled shaft for adjusting the phase of the controlled shaft relative to the crankshaft.

2. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The multi-rod mechanism includes a sleeve swing arm fixed on the eccentric sleeve, the shaft swing arm fixed on one side of the controlled shaft, and the connecting rod connecting the sleeve swing arm and the shaft swing arm; a first extreme compression ratio limit portion is provided at the connection between the sleeve swing arm and the connecting rod, and a second extreme compression ratio limit portion is provided at the connection between the shaft swing arm and the connecting rod; under the two extreme compression ratios, the connecting rod directly abuts against the sleeve swing arm, or the connecting rod directly abuts against the shaft swing arm.

3. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The multi-rod mechanism includes two sleeve swing arms fixed on the eccentric sleeve, two shaft swing arms respectively fixed on both sides of the controlled shaft, and two connecting rods, each connecting rod is respectively connected to the sleeve swing arm and the shaft swing arm on the same side; the two connecting rods are a first connecting rod and a second connecting rod, a first A-side extreme compression ratio limit portion is provided at the connection between the first connecting rod and the sleeve swing arm, a first B-side extreme compression ratio limit portion is provided at the connection between the second connecting rod and the sleeve swing arm, a second A-side extreme compression ratio limit portion is provided at the connection between the first connecting rod and the shaft swing arm, and a second B-side extreme compression ratio limit portion is provided at the connection between the second connecting rod and the shaft swing arm; under the two extreme compression ratios, the first connecting rod and the sleeve swing arm are directly in contact and the second connecting rod and the shaft swing arm are directly in contact, or the second connecting rod and the sleeve swing arm are directly in contact and the first connecting rod and the shaft swing arm are directly in contact.

4. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The eccentric sleeve includes a first eccentric sleeve, a second eccentric sleeve and a wedge block, the first eccentric sleeve has a first bonding surface, the second eccentric sleeve has a second bonding surface, the first bonding surface and the second bonding surface cooperate to form a bonding surface, and the junction of the first eccentric sleeve and the second eccentric sleeve is connected to each other through the wedge block; A first radial limiting portion is provided on the first eccentric sleeve, and a second radial limiting portion is provided on the second eccentric sleeve. The first radial limiting portion and the second radial limiting portion cooperate with each other to achieve radial mutual limitation of the first eccentric sleeve and the second eccentric sleeve; a first axial limiting portion is provided on the first eccentric sleeve, and a second axial limiting portion is provided on the second eccentric sleeve. The first axial limiting portion and the second axial limiting portion cooperate with each other to achieve axial mutual limitation of the first eccentric sleeve and the second eccentric sleeve.

5. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The phase adjustment mechanism adopts any one of a planetary gear phase adjustment mechanism, a hydraulic phase adjustment mechanism and a multi-rod phase adjustment mechanism.

6. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The phase adjustment assembly further includes a regulating end locker, which is connected to the phase adjustment mechanism and is used to lock or unlock the output of the phase adjustment mechanism.

7. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 1, characterized in that: The control unit further includes an output end locker, which is provided at the output end of the crankshaft and is connected to the adjacent controlled shaft for locking or unlocking the controlled shaft relative to the crankshaft.

8. The compact, highly enhanced continuously variable geometry compression ratio device according to claim 7, characterized in that: The output end locking device includes a flywheel body, an output end controlled shaft, at least one controlled disk, a pressure plate with the same number as the controlled disks, a compression spring and a spring seat, the flywheel body is fixedly connected to the crankshaft, the output end controlled shaft is coaxially arranged inside the main journal of the crankshaft and passes through the flywheel body, one end of the output end controlled shaft is connected to the adjacent controlled shaft and the two can rotate synchronously, the other end of the output end controlled shaft is connected to the controlled disk and the two can rotate synchronously, and the controlled disk can move axially relative to the output end controlled shaft, the pressure plate is connected to the flywheel body and the two can rotate synchronously, and the pressure plate can move axially relative to the flywheel body, the The controlled disk and the pressure plate are alternately arranged axially between the flywheel body and the compression spring, the spring seat is fixed on the flywheel body and compresses the compression spring, and the compression spring provides elastic force to lock the flywheel body, the controlled disk and the pressure plate; the contact surface between the flywheel body and the controlled disk or the contact surface between the controlled disk and the pressure plate adopts a toothed locking surface, or the contact surface between the flywheel body and the controlled disk and the contact surface between the controlled disk and the pressure plate both adopt a toothless locking surface; the output end locker is connected to a locker unlocking mechanism, and the locker unlocking mechanism is used to release the lock of the compression spring on the flywheel body, the controlled disk and the pressure plate.

9. A control method for a compact, highly reinforced, continuously variable geometry compression ratio device according to any one of claims 1 to 8, characterized in that: The following steps are involved: When the engine needs to adjust the compression ratio, the control unit controls the controlled shaft to rotate relative to the crankshaft to a target phase; When the engine does not need to adjust the compression ratio, the control unit controls the controlled shaft to rotate synchronously with the crankshaft.

10. The control method of the compact high-strength continuously variable geometry compression ratio device according to claim 9, characterized in that: The control unit includes a phase adjustment assembly, and when the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the phase adjustment mechanism controls the controlled shaft to rotate relative to the crankshaft to a target phase to adjust the compression ratio; when the engine does not need to adjust the compression ratio, the phase adjustment mechanism controls the controlled shaft to rotate synchronously with the crankshaft; The control unit includes a phase adjustment assembly, and the phase adjustment assembly includes a phase adjustment mechanism and a control end locker. When the engine needs to adjust the compression ratio, the control end locker is unlocked, and the compression ratio is adjusted by controlling the controlled shaft to rotate relative to the crankshaft to a target phase through the phase adjustment mechanism, and then the control end locker is locked; When the engine does not need to adjust the compression ratio, the phase adjustment mechanism is locked by the regulating end locker to make the controlled shaft rotate synchronously with the crankshaft; The control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism, when the engine needs to adjust the compression ratio, the output end locker is unlocked, and the controlled shaft is controlled to rotate to a target phase relative to the crankshaft by the phase adjustment mechanism to adjust the compression ratio, and then the output end locker is locked; when the engine does not need to adjust the compression ratio, the output end locker is locked, so that the controlled shaft adjacent to the output end locker is relatively immobile and rotates synchronously with the crankshaft as a whole, and the phase adjustment mechanism is used to apply a unidirectional torque to the controlled shaft adjacent to the phase adjustment mechanism relative to the crankshaft, so that the gaps between the components of the controlled shafts at both ends are eliminated; The control unit includes a phase adjustment assembly and an output end locker. When the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, when the engine needs to adjust the compression ratio, the control end locker and the output end locker are unlocked, and then the phase adjustment mechanism controls the controlled shaft adjacent to the output end locker to rotate to a target phase relative to the crankshaft to adjust the compression ratio. Then, the output end locker is locked, and the phase adjustment mechanism controls the controlled shaft adjacent to the phase adjustment mechanism to rotate to a target phase relative to the crankshaft again to eliminate the gap between the components of the controlled shafts at both ends. Finally, the control end locker is locked; When the engine does not need to adjust the compression ratio, the control end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends and the multi-rod mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the components between the controlled shafts at both ends are eliminated; The control unit includes a phase adjustment assembly and an output end locker, the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, the phase adjustment mechanism is a planetary gear phase adjustment mechanism, and is equipped with a phase adjustment motor assembly, the phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and when there is no power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to the target phase to adjust the compression ratio, and then the output end locker is locked, and the control is performed again by the adjustment The phase mechanism controls the controlled shaft adjacent to the phase adjustment mechanism to rotate relative to the crankshaft to a target phase to eliminate the gaps between the components between the controlled shafts at both ends, and finally locks the control end locker to disconnect the phase adjustment motor assembly from the planetary gear phase adjustment mechanism. When the engine does not need to adjust the compression ratio, the control end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends and the multi-bar mechanisms therebetween are stationary relative to the crankshaft and rotate synchronously as a whole, and the gaps between the components between the controlled shafts at both ends are eliminated, and the phase adjustment motor assembly and the planetary gear phase adjustment mechanism are kept in a disconnected state. The control unit includes a phase adjustment assembly and an output end locker, the phase adjustment assembly includes a phase adjustment mechanism and a control end locker, the phase adjustment mechanism is a planetary gear phase adjustment mechanism, and is equipped with a phase adjustment motor assembly, the phase adjustment motor assembly and the planetary gear phase adjustment mechanism can be connected or disconnected with each other, and in power generation mode, when the engine needs to adjust the compression ratio, the phase adjustment motor assembly is connected to the planetary gear phase adjustment mechanism, the control end locker and the output end locker are unlocked, and then the controlled shaft adjacent to the output end locker is controlled by the phase adjustment mechanism to rotate relative to the crankshaft to the target phase to adjust the compression ratio, and then the output end locker is connected to the output end locker. The tightener is locked, and the phase adjustment mechanism is used to control the controlled shaft adjacent to the phase adjustment mechanism to rotate relative to the crankshaft to the target phase to eliminate the gaps between the components between the controlled shafts at both ends. Finally, the control end locker is locked. If power generation is to be performed, the connection state of the phase adjustment motor assembly and the planetary gear phase adjustment mechanism is maintained. If power generation is not required, the connection between the phase adjustment motor assembly and the planetary gear phase adjustment mechanism is disconnected; when the engine does not need to adjust the compression ratio, the control end locker and the output end locker are both kept in a locked state, so that the controlled shafts at both ends and the multi-rod mechanisms between the two are stationary relative to the crankshaft and operate The whole is rotated synchronously, and the gaps between the components of the controlled shafts at both ends are eliminated. If power generation is to be performed, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are kept in a connected state. If power generation is not required, the phase-adjusting motor assembly and the planetary gear phase-adjusting mechanism are kept in a disconnected state.

Images