A compression ratio adjusting structure of a motorcycle engine

Abstract

The utility model belongs to the technical field of motorcycle engine relates to a compression ratio adjusting structure of motorcycle engine, including cylinder, piston, crankcase and crankshaft, the piston is driven between top dead center and bottom dead center and reciprocates by the crankshaft, the crankcase is rotationally arranged with adjusting turntable, the adjusting turntable is provided with eccentric adjusting point, the crankshaft is sleeved with crank connecting rod, the middle part of crank connecting rod is rotatably connected with crankshaft, the front end is hinged with the rear end of piston connecting rod, the rear end is hinged with the upper end of adjusting connecting rod, the front end of piston connecting rod is hinged on the piston, the lower end of adjusting connecting rod is hinged on the adjusting point of adjusting turntable, when the adjusting point of adjusting turntable is located at different deflection angles, the piston has different top dead centers. The compression ratio adjusting structure of motorcycle engine provided by the utility model can change the compression of engine, retain the power of engine, and bring lower fuel consumption.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of motorcycle engine relates to a compression ratio adjusting structure of motorcycle engine. BACKGROUND

[0002] The compression ratio of motorcycle engine refers to the ratio of the volume of combustible mixture before compression to the volume of combustible mixture after compression. The higher the compression ratio, the greater the degree of compression of the combustible mixture, the smaller the space of the combustion chamber, the greater the combustion pressure, and the power and torque of the engine will be improved. However, too high compression ratio will cause the mixture to be compressed before ignition, resulting in knock, so the size of the compression ratio should be set according to the specific engine. Some engines will limit the power parameters of the engine to reduce fuel consumption by using high compression ratio to reduce the fuel injection amount of the engine. Therefore, the compression ratio of the engine will affect the power and fuel economy of the engine, and if different compression ratios are used under different working conditions, the power of the engine can be retained and lower fuel consumption can be achieved. Therefore, it is very meaningful to design a motorcycle engine with variable compression ratio.

[0003] The compression ratio of motorcycle engine can also be represented as the ratio of the maximum volume in the cylinder when the piston is at the bottom dead center to the minimum volume in the cylinder when the piston is at the top dead center. SUMMARY

[0004] The utility model discloses in view of prior art's insufficient, provide a compression ratio adjusting structure of motorcycle engine, can change the compression of engine, retain the power of engine, and can bring lower fuel consumption.

[0005] To solve the above technical problems, the purpose of the utility model is realized by the following technical scheme:

[0006] A compression ratio adjusting structure of motorcycle engine, comprising a cylinder, a piston, a crankcase and a crankshaft, the crankshaft drives the piston to reciprocate between the top dead center and the bottom dead center, an adjusting turntable is rotatably arranged in the crankcase, an eccentric adjusting point is arranged on the adjusting turntable, a crankshaft connecting rod is sleeved on the crankshaft, the middle part of the crankshaft connecting rod is rotatably connected with the crankshaft, the front end is hingedly connected with the rear end of the piston connecting rod, and the rear end is hingedly connected with the upper end of the adjusting connecting rod, the front end of the piston connecting rod is hingedly connected on the piston, the lower end of the adjusting connecting rod is hingedly connected on the adjusting point of the adjusting turntable, and the piston has different top dead centers when the adjusting point of the adjusting turntable is at different deflection angles.

[0007] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable is driven by an adjusting motor, a motor crank is sleeved on a motor shaft of the adjusting motor, and an end of the motor crank is hinged to a rear end of a motor connecting rod, and a front end of the motor connecting rod is hinged to an adjusting position of the adjusting turntable.

[0008] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable adjusting position is provided with an outer hinge shaft and an inner hinge shaft on two sides respectively, the adjusting connecting rod is hinged to the inner hinge shaft, and the motor connecting rod is hinged to the outer hinge shaft; the outer hinge shaft and the inner hinge shaft are coaxially arranged on the adjusting position; in the utility model, the adjusting position is the position of the hinge shaft.

[0009] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable is driven by an adjusting motor, a motor crank is sleeved on a motor shaft of the adjusting motor, and an end of the motor crank is hinged to a rear end of a motor connecting rod, and a front end of the motor connecting rod is hinged to an adjusting position of the adjusting turntable.

[0010] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable is driven by an adjusting motor, a motor crank is sleeved on a motor shaft of the adjusting motor, and an end of the motor crank is hinged to a rear end of a motor connecting rod, and a front end of the motor connecting rod is hinged to an adjusting position of the adjusting turntable.

[0011] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable is driven by an adjusting motor, a motor crank is sleeved on a motor shaft of the adjusting motor, and an end of the motor crank is hinged to a rear end of a motor connecting rod, and a front end of the motor connecting rod is hinged to an adjusting position of the adjusting turntable.

[0012] In the compression ratio adjusting structure of the motorcycle engine, the adjusting turntable is driven by an adjusting motor, a motor crank is sleeved on a motor shaft of the adjusting motor, and an end of the motor crank is hinged to a rear end of a motor connecting rod, and a front end of the motor connecting rod is hinged to an adjusting position of the adjusting turntable.

[0013] Compared with the prior art, the utility model has the advantages of:

[0014] The utility model provides a compression ratio adjusting structure of motorcycle engine, through change the deflection angle of adjusting position on adjusting turntable, can change the position of piston top dead center, further change the compression ratio of engine, according to different working condition uses different compression ratio, can reach the purpose that both retains the power of engine, and can bring lower oil consumption.BRIEF DESCRIPTION OF DRAWINGS BRIEF DESCRIPTION OF DRAWINGS

[0015] Fig. 1 is a perspective view of the utility model;

[0016] Fig. 2 is a perspective view of the utility model crank connecting rod;

[0017] Fig. 3 is a perspective view of the utility model adjusting turntable;

[0018] Reference signs: 1, cylinder; 2, piston; 3, crankcase; 4, crankshaft; 5, adjusting turntable; 6, adjusting point; 7, crank connecting rod; 8, piston connecting rod; 9, adjusting connecting rod; 10, adjusting motor; 11, motor crank; 12, motor connecting rod; 13, outer hinge shaft; 14, inner hinge shaft; 15, fixed shaft; 16, mounting column; 17, U-shaped groove; 18, front hinge shaft; 19, rear hinge shaft; 20, middle shaft. DETAILED DESCRIPTION

[0019] The utility model will be further described in conjunction with the specific embodiment of the drawings, refer to Figs. 1-3 :

[0020] A compression ratio adjusting structure of motorcycle engine, including cylinder 1, piston 2, crankcase 3 and crankshaft 4, the crankshaft 4 drives piston 2 to reciprocate between top dead center and bottom dead center, the crankcase 3 is rotationally arranged with adjusting turntable 5, the adjusting turntable 5 is provided with eccentric adjusting point 6, the crankshaft 4 is sleeved with crank connecting rod 7, the middle part of the crank connecting rod 7 is rotationally connected with the crankshaft 4, the front end is hinged with the rear end of piston connecting rod 8, and the rear end is hinged with the upper end of adjusting connecting rod 9, the front end of the piston connecting rod 8 is hinged on piston 2, the lower end of the adjusting connecting rod 9 is hinged on the adjusting point 6 of adjusting turntable 5, when the adjusting point 6 of adjusting turntable 5 is at different deflection angles, piston 2 has different top dead centers.

[0021] The working mode of the embodiment is: the crankshaft 4 rotates, drives the eccentric rotation of the crank connecting rod 7, and the crank connecting rod 7 rotates eccentrically, which drives the piston 2 to reciprocate in the cylinder 1 through the piston connecting rod 8 when the crank connecting rod 7 rotates to the most front end, the piston 2 moves to the top dead center, and when the crank connecting rod 7 rotates to the last end, the piston 2 moves to the bottom dead center.

[0022] The adjustment mode of the embodiment is: by driving the adjustment rotating disc 5 to rotate by an angle, the adjustment point 6 is offset by the same angle, thereby changing the position of the lower hinging point of the adjustment connecting rod 9, after the position of the lower hinging point of the adjustment connecting rod 9 is changed, the upper end of the adjustment connecting rod 9 drives the crankshaft connecting rod 7 to rotate by an angle relative to the crankshaft 4, and finally drives the piston connecting rod 8 to deflect, when the crankshaft connecting rod 7 moves to the most front end, the angle between the piston connecting rod 8 and the axis of the piston 2 changes. When the piston connecting rod 8 coincides with the axis of the piston 2, the piston connecting rod 8 can push the piston 2 to move the farthest distance, that is, at this time, the piston 2 has a top dead center closer to the combustion chamber, and the compression ratio of the engine reaches the maximum; when the angle between the piston connecting rod 8 and the axis of the piston 2 increases, the piston connecting rod 8 can push the piston 2 to move a smaller distance, and the compression ratio of the engine decreases.

[0023] In the embodiment, the driving structure of the adjustment rotating disc 5 is that the adjustment rotating disc 5 is driven by an adjustment motor 10, a motor crank 11 is sleeved on the motor shaft of the adjustment motor 10, the end of the motor crank 11 is hinged with the rear end of a motor connecting rod 12, and the front end of the motor connecting rod 12 is hinged on the adjustment point 6 of the adjustment rotating disc 5; when the adjustment motor 10 is started, the motor shaft of the adjustment motor 10 rotates to drive the adjustment rotating disc 5 to rotate through the motor crank 11 and the motor connecting rod 12.

[0024] The adjustment rotating disc 5 is connected with the transmission assembly through the outer hinging shaft 13 and the inner hinging shaft 14. Fig. 3 In order to conveniently connect the adjustment rotating disc 5 with each transmission assembly, the two sides of the adjustment point 6 of the adjustment rotating disc 5 are respectively provided with an outer hinging shaft 13 and an inner hinging shaft 14, the adjustment connecting rod 9 is hinged on the inner hinging shaft 14, and the motor connecting rod 12 is hinged on the outer hinging shaft 13; the outer hinging shaft 13 and the inner hinging shaft 14 are coaxially arranged on the adjustment point 6; in the utility model, the adjustment point 6 is the position where the hinging shafts are located.

[0025] In the embodiment, the assembly structure of the adjustment rotating disc 5 is that the inner and outer sides of the adjustment rotating disc 5 are provided with fixed shafts 15, mounting columns 16 are formed in the crankcase 3, the fixed shafts 15 of the adjustment rotating disc 5 are inserted into the inner holes of the two mounting columns 16 and are rotationally connected with the mounting columns 16; further, the mounting columns 16 are integrally formed with the crankcase 3, the crankcase 3 comprises two inner and outer half box bodies, the two mounting columns 16 are respectively formed in the two half box bodies, and the assembly of the adjustment rotating disc 5 is simultaneously completed after the two half box bodies are tightly connected.

[0026] Preferably, the adjustment rotating disc 5 is integrally formed with the outer hinging shaft 13, the inner hinging shaft 14 and the fixed shaft 15.

[0027] In order to connect the transmission assemblies by the crank connecting rod 7, U-shaped grooves 17 are arranged at two ends of the crank connecting rod 7, a front hinging shaft 18 and a rear hinging shaft 19 are arranged on the U-shaped grooves 17 at the front and rear ends of the crank connecting rod 7 respectively, the piston connecting rod 8 is hinged on the front hinging shaft 18, and the adjusting connecting rod 9 is hinged on the rear hinging shaft 19, the middle part of the crank connecting rod 7 is rotatably connected on a middle shaft 20, and the middle shaft 20 is eccentrically arranged on the crankshaft 4.

[0028] Preferably, the front hinging shaft 18, the rear hinging shaft 19 and the middle shaft 20 are arranged on the same straight line, and further, the crank connecting rod 7 is approximately in a diamond structure, and the axis of the front hinging shaft 18 and the rear hinging shaft 19 is symmetrically arranged relative to the axis of the middle shaft 20.

[0029] The above embodiments are only the preferred embodiments of the present application, and are not intended to limit the protection scope of the present application, so that: any equivalent changes made according to the structure, shape and principle of the present application should be covered within the protection scope of the present application.

Claims

1. A compression ratio adjusting structure of a motorcycle engine including a cylinder (1), a piston (2), a crankcase (3), and a crankshaft (4) that drives the piston (2) to reciprocate between a top dead center and a bottom dead center, characterized by, The crankcase (3) is provided with an adjusting rotary disc (5) rotating therein, the adjusting rotary disc (5) is provided with an eccentric adjusting position (6), the crankshaft (4) is sleeved with a crank connecting rod (7), the middle part of the crank connecting rod (7) is rotationally connected with the crankshaft (4), the front end is hingedly connected with the rear end of a piston connecting rod (8), and the rear end is hingedly connected with the upper end of an adjusting connecting rod (9), the front end of the piston connecting rod (8) is hingedly connected on a piston (2), the lower end of the adjusting connecting rod (9) is hingedly connected on the adjusting position (6) of the adjusting rotary disc (5), and the piston (2) has different top dead centers when the adjusting position (6) of the adjusting rotary disc (5) is located at different deflection angles.

2. The compression ratio adjusting structure of a motorcycle engine according to claim 1, characterized in that, The adjusting rotary disc (5) is driven by an adjusting motor (10), a motor crank (11) is sleeved on the motor shaft of the adjusting motor (10), and the end of the motor crank (11) is hingedly connected with the rear end of a motor connecting rod (12), and the front end of the motor connecting rod (12) is hingedly connected on the adjusting position (6) of the adjusting rotary disc (5).

3. The compression ratio adjusting structure of a motorcycle engine according to claim 2, characterized in that, The adjusting position (6) of the adjusting rotary disc (5) is provided with an outer hinge shaft (13) and an inner hinge shaft (14) on the two sides respectively, the adjusting connecting rod (9) is hingedly connected on the inner hinge shaft (14), and the motor connecting rod (12) is hingedly connected on the outer hinge shaft (13).

4. The compression ratio adjusting structure of a motorcycle engine according to claim 3, characterized in that, The inner and outer sides of the adjusting rotary disc (5) are provided with fixed shafts (15), the crankcase (3) is formed with mounting columns (16), and the fixed shafts (15) of the adjusting rotary disc (5) are inserted into the inner holes of the mounting columns (16) on the two sides and are rotationally connected.

5. The compression ratio adjusting structure of a motorcycle engine according to claim 4, characterized in that, The adjusting rotary disc (5), the outer hinge shaft (13), the inner hinge shaft (14) and the fixed shaft (15) are integrally formed.

6. The compression ratio adjusting structure of a motorcycle engine according to claim 1, characterized in that, The two ends of the crank connecting rod (7) are respectively provided with U-shaped grooves (17), the U-shaped grooves (17) at the front and rear ends of the crank connecting rod (7) are respectively provided with front hinge shafts (18) and rear hinge shafts (19), the piston connecting rod (8) is hingedly connected on the front hinge shaft (18), and the adjusting connecting rod (9) is hingedly connected on the rear hinge shaft (19), the middle part of the crank connecting rod (7) is rotationally connected on a middle shaft (20), and the middle shaft (20) is eccentrically arranged on the crankshaft (4).

7. The compression ratio adjusting structure of a motorcycle engine according to claim 6, characterized in that, The front hinge shaft (18), the rear hinge shaft (19) and the middle shaft (20) are located on the same straight line.

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