36 results about "Variable compression ratio" patented technology

The utility model relates to an adjusting and positioning device for machining a crosshead pin of a variable compression ratio part. Comprising a basic positioning mechanism arranged on a working table of a vertical turning and milling machine tool of the machine tool, a V-shaped base used for placing the crosshead pin, an adjustable supporting mechanism used for axially positioning the crosshead pin, and a pressing mechanism used for pressing the V-shaped base and the crosshead pin. All positioning and clamping precision of the crosshead pin before finish machining can be effectively controlled during operation, correction and adjustment are convenient and efficient, the surface of the crosshead pin is effectively protected, and it is ensured that all procedures are finished through one-time clamping station finish machining of all profiles of a piston hole of the crosshead pin on a vertical turn-milling machine tool.

In an internal combustion engine equipped with a variable compression ratio mechanism, abnormal noises caused by combustion pressure in a specific low-load operating range are appropriately suppressed by controlling the advance angle limit of the ignition timing. [Solution] The noise suppression advance ignition limit value calculation unit 101 includes a map search unit 102, an advance ignition limit value selection unit 103, a change rate limit unit 104, a change rate limit determination unit 105, and a dummy value output unit 106. When the region determination unit 107 determines that the operating point is within the noise region, it outputs the noise suppression advance ignition limit value OPDADV via the select-low unit 110. The final ignition timing is limited to the retarded side of the MBT point by this advance ignition limit value. The map search unit 102 includes an advance ignition limit value map for each engine state label ETDST corresponding to the compression ratio. When the compression ratio is high, the ignition timing is limited to the retarded side even more.

A crankshaft (1, 40) for an internal combustion engine including variable compression ratio comprises a main journal, a first crankpin (3a, 43a), a first and second crank web (4a, 4b, 44a, 44b) at opposite sides of the first crankpin (3a, 43a), a second crankpin (3b, 43b) and a third and fourth crank web (4c, 4d, 44c, 44d) at opposite sides of the second crankpin (3b, 43b) The crankshaft also includes a first eccentric member (6a, 45a) which is rotatably mounted on the first crankpin (3a, 43a) and a second eccentric member (6b, 45b) which is rotatably mounted on the second crankpin (3b, 43b) and a transfer shaft (19, 50) which extends through the second and third crank web (4b, 4c, 44b, 44c) and which is rotatable with respect to the second and third crank web (4b, 4c, 44b, 44c) about a transfer shaft axis. An external first transfer gear (18, 52) is fixed to the transfer shaft (19, 50) at a side of the second crank web (4b, 44b) where the first eccentric member (6a, 45a) is located and an external second transfer gear (21, 49) is fixed to the transfer shaft (19, 50) at a side of the third crank web (21, 44c) where the second eccentric member (6b, 45b) is located. The first and second eccentric members (6a, 6b, 45a, 45b) are drivably coupled to each other through the transfer shaft (19, 50). The first and second transfer gears (18, 21, 47, 48) mesh with external first and second intermediate transfer gears (17, 22, 51), respectively, which in turn mesh with the first and second eccentric member gears (10, 23, 47, 48). The first and second intermediate transfer gears (17, 22, 51) are rotatably mounted to the second and third crank webs (4b, 4c, 44b, 44c), respectively.

A phasing system is provided. A phase angle between a gear hub and a carrier rotor can be driven by a planetary actuator. In some non-limiting examples, an input shaft is rotationally coupled between the rotary actuators to rotate therewith. Rotation of the input shaft can unlock relative rotation between the carrier rotor and the gear hub. In some non-limiting examples, the phasing system can include a gear hub and a carrier rotor, and a torsion spring disposed therebetween. The torsion spring can be configured to exert an internal torque load between the gear hub and the carrier rotor to counteract an external torque load applied to the gear hub or the carrier rotor.

The invention discloses a diesel engine system for a non-road mobile machine and a DPF regeneration control method. The system includes an engine body, an aftertreatment system, and an electronic control unit. The engine body comprises a crank connecting rod mechanism, a fuel oil system and a turbocharging system. The aftertreatment system comprises a diesel oxidation catalyst and a diesel particulate filter, and is provided with a DPF differential pressure sensor and an exhaust temperature sensor. The system is characterized by further comprising a variable compression ratio executing mechanism integrated in the crank connecting rod mechanism. The ECU is configured to control the variable compression ratio executing mechanism to reduce the compression ratio of the engine and cooperatively adjust the oil injection timing when it is judged that DPF active regeneration needs to be started, so that the exhaust temperature is increased to the range needed by DPF regeneration, dependence of a traditional regeneration strategy on post-injection fuel oil is greatly reduced, and fuel oil consumption in the regeneration process is remarkably reduced. The industrial problem that the fuel economy is worsened in the DPF regeneration period is fundamentally solved.

To provide an engine control unit, an internal combustion engine, and a method for controlling an internal combustion engine. [Solution] The engine control unit 10 comprises a VCR system 20 and an EGR system 30, and receives beta data from at least one beta sensor 21 indicating combustion speed, and lambda data from at least one lambda sensor 31 indicating captured lambda value, and determines the beta value based on the beta data, and determines the captured lambda value based on the lambda data. It also generates a VCR control signal 22 to be sent to the VCR system 20 indicating the compression ratio to be set, and / or generates an EGR control signal 32 to be sent to the EGR system 30 indicating the EGR rate to be set. The VCR control signal 22 and / or EGR control signal 32 are based on the beta difference between the beta value and the target beta value, and on the lambda difference between the captured lambda value and the target captured lambda value.

In a variable compression ratio engine according to the present invention, an eccentric sleeve is installed on a crankpin, and an effective length of a connecting rod is changed by adjusting a posture of an eccentric sleeve relative to the connecting rod, or an effective length of a crank arm is changed by adjusting a posture of an eccentric sleeve relative to the crank arm. An eccentric sleeve control shaft installed on a main journal or one shaft of a planetary gear system is connected to an eccentric sleeve by means of an eccentric sleeve auxiliary shaft. Automatic adjustment of the compression ratio based on crankshaft rotation speed may be achieved using a rotor, a stator, or a rack.

An engine system includes a spark-ignited engine having at least one cylinder, and at least one piston to compress an intake charge therein and provide a variable compression ratio. The system includes a pent-roof cylinder head to induce a tumble flow of intake charge. The system includes an air handling system to control air flow through a turbocharger system via at least one actuator within at least one of an intake air throttle, a wastegate, or an exhaust gas recirculation system. The system includes at least one sensor to sense at least one of a temperature or a knock condition, and at least one controller to control at least one of a rate of flow of the intake charge or the at least one actuator based on the at least one of the temperature or the knock condition to satisfy an efficiency target of the engine.

The utility model relates to the technical field of vehicle engine assemblies, and discloses a hydraulic drive type variable compression ratio piston connecting rod assembly which comprises a piston upper body and a piston lower body, the piston upper body and the piston lower body are mutually clamped, and a cylindrical cavity between the piston upper body and the piston lower body is a main oil cavity. A connecting rod is installed at the bottom end of the lower piston body, an elastic assembly is connected between the upper piston body and the lower piston body and comprises a first fixing ring, a second fixing ring and a first spring, and a first connecting frame and a second connecting frame are installed at the top end of the first fixing ring and the bottom end of the second fixing ring correspondingly. According to the spring fixing device, personnel can conveniently install and fix the first spring between the lower piston body and the upper piston body, the stability of the first spring after installation is guaranteed, and therefore normal connection between the upper piston body and the lower piston body is guaranteed, and normal adjustment of the compression ratio is guaranteed.

Procedure, comprehensive: Mechanically varying the compression ratio of an engine by means of a variable compression ratio mechanism; and In response to the deteriorating mechanism, limiting the engine load.

To provide a variable compression ratio (VCR) engine with more continuous performance and with less need for maintenance than in the prior art.SOLUTION: The invention relates to a variable compression ratio (VCR) engine and a method for driving the variable compression ratio (VCR) engine. The variable compression ratio (VCR) engine 1 comprises at least one cylinder 2 with a piston 3 movably arranged therein and adapted to perform a predefined piston stroke, and a setting unit 4 for setting a preset compression ratio by setting a preset clearance position 11. The VCR engine 1 further comprises a control unit 5 for setting at least one temporal clearance 15 position different from the preset clearance position 11 and for inducing at least one piston movement with the temporal clearance position 15.SELECTED DRAWING: Figure 1

The application discloses a control oil circuit of a variable compression ratio engine, the variable compression ratio engine and an automobile. The control oil circuit comprises a hydraulic cavity, a hydraulic drive assembly, an oil passage assembly and an oil inlet and outlet control assembly. The hydraulic drive assembly is slidably arranged in the hydraulic cavity and separates the hydraulic cavity into upper and lower hydraulic cavities. The hydraulic drive assembly is used for connecting a control shaft. The oil passage assembly is connected with the upper and lower hydraulic cavities respectively. The oil inlet and outlet control assembly is used for controlling the passing state of the oil passage assembly, so as to control the oil inlet and outlet states of the upper and lower hydraulic cavities. The passing state of the oil passage assembly is controlled by the oil inlet and outlet control assembly, the power for driving the hydraulic drive assembly to move is provided by pistons of the engine, the volume of the upper and lower hydraulic cavities is changed, when the hydraulic drive assembly cannot slide again under the action of the cavity wall of one cavity and the oil in another cavity, the state of the control shaft is stable, the engine can be reliably switched to a high compression ratio state or a low compression ratio state, the cost and space requirement are reduced, and the thermal efficiency of the engine is improved.

The utility model discloses a locking device of a variable compression ratio engine, and relates to the technical field of engines. Comprising a machine body, a crankshaft and a plurality of eccentric bearing assemblies, the eccentric bearing assemblies are rotationally arranged in main bearing holes of the machine body, main journals of the crankshaft are rotationally connected with inner holes of the eccentric bearing assemblies, and the inner holes of the eccentric bearing assemblies and the axis of an outer ring are parallel but not collinear; the movable end covers, the unlocking mechanisms and the pressing mechanisms are in one-to-one correspondence with the eccentric bearing assemblies; the inner ring of the movable end cover is matched with the outer ring of the eccentric bearing assembly; the unlocking mechanism is used for keeping the inner ring of the movable end cover away from the outer ring of the eccentric bearing assembly; the pressing mechanism is used for enabling the inner ring of the movable end cover to press the outer ring of the eccentric bearing assembly to the main bearing hole of the machine body. According to the utility model, the controllability of the compression ratio is improved, the vibration and noise of an engine are reduced, the requirements of related parts on materials and processing precision are reduced, the reliability of the related parts is improved, and the production cost is reduced.

Embodiments of this application disclose a method, apparatus, device, and storage medium for determining the compression ratio of an engine. The method includes: acquiring the structure of a variable compression ratio engine, the structure including an adjustable transmission mechanism and a fixed transmission mechanism; acquiring the geometric features and transmission parameters of the adjustable transmission mechanism; performing dimensional synthesis on the adjustable transmission mechanism based on the geometric features and transmission parameters to obtain a dimensional synthesis result; and determining a functional relationship between the positions of the fixed transmission mechanism and the adjustable transmission mechanism based on the dimensional synthesis result, the functional relationship being used to determine the compression ratio of the variable compression ratio engine. Embodiments of this application not only achieve accurate calculation of the engine's compression ratio but also achieve precise control over the engine's compression ratio range.

The invention provides an adjustable compression ratio connecting rod structure for an internal combustion engine. The adjustable compression ratio connecting rod structure comprises an eccentric wheel, a transmission pin, a positioning pin, a connecting rod bolt, a connecting rod cover and a connecting rod body, the eccentric wheel is mounted to the small head end, and a mounting groove is formed in the circumferential direction of the eccentric wheel and used for mounting the transmission pin; a groove is further formed in the small head end and used for limiting the rotation angle of the transmission pin. The connecting rod body is provided with an oil way channel, and the oil way channel is used for communicating the small head end with the large head end. The large head end of the connecting rod body is connected with the connecting rod cover through a connecting rod bolt and used for being fixedly connected with a crankshaft. And a positioning pin is also arranged between the connecting rod body and the connecting rod cover. The variable compression ratio of the internal combustion engine under different load conditions is achieved, and the fuel efficiency is improved; and a connecting rod mechanism is replaced with a hydraulic cylinder structure, the mode is simple, machining is easy, and cost is low.

The present disclosure provides a scroll compressor, which includes a moving scroll and a fixed scroll including a fixed scroll end plate and a fixed scroll wrap provided at one side of the fixed scroll end plate, the fixed scroll end plate being formed with a bypass passage extending therethrough, the bypass passage having a first bypass port open toward a middle compression chamber and a second bypass port open toward an exhaust region opposite the first bypass port, characterized in that the bypass passage includes an inclined section extending obliquely with respect to the fixed scroll end plate such that the first bypass port is located radially outward of the second bypass port. The scroll compressor according to the present disclosure can provide a greater range of variable compression ratios without causing wear of the scroll and thrust plate.

A crankshaft (1, 40, 80) for an internal combustion engine including variable compression ratio comprises a main journal (2, 42, 82) including a crankshaft axis (5, 41, 81), a crankpin (3, 43) including a crankpin axis (7) and a crank web (4, 44, 84) located between the main journal (2, 42, 82) and the crankpin (3, 43, 83) in longitudinal direction of the crankshaft axis (5, 41, 81) and an eccentric member (6, 45, 85) which is mounted on the crankpin (3, 43, 83) and rotatable with respect to the crankpin (3, 43) about the crankpin axis (7) The eccentric member (6, 45, 85) comprises a bearing portion (8, 46, 86) for supporting a big end of a connecting rod, which bearing portion (8, 46, 86) has a centreline extending parallel to the crankpin axis (7), and an external eccentric member gear (9, 48, 87) between the bearing portion (8, 46, 86) and the crank web (4, 44, 84) as seen in longitudinal direction of the crankshaft axis (5, 41, 81). The eccentric member gear (6, 45, 85) is driveably coupled to an external central gear (12, 49, 90) through an external intermediate gear (11, 51, 89). The central gear (12, 49, 90) is fixed to a central shaft (14, 50, 92) which extends through the main journal (2, 42, 82) and through the crank web (4, 44, 84) and which is rotatable with respect to the main journal (2, 42, 82) and the crank web (4, 44, 84). The intermediate gear (11, 51, 89) is rotatably mounted to the crank web (4, 44, 84) and meshes with both the eccentric member gear (9, 48, 87) and the central gear (12, 49, 90). The intermediate gear (11, 51, 89) is mounted to an intermediate gear shaft (13, 60, 91) that is radially supported by both the crank web (4) and a separate supporting element (16), which is attached to the crank web (4) at a circumferential side thereof or by a separate supporting element (53, 94), which is attached to the crank web (44) at a side where the eccentric member (45) is located or at a circumferential side of the crank web (84).

A rotation coupler for an internal combustion engine includes a ring gear configured to rotate about a first axis. The rotation coupler further includes an input pinion gear configured to transfer rotation of a crankshaft of the internal combustion engine to the ring gear to cause the ring gear to rotate about the first axis. The input pinion gear is eccentrically movable relative to the first axis. The rotation coupler further includes an output pinion gear configured to transfer rotation of the ring gear about the first axis to a flywheel of the internal combustion engine.

Methods and systems are provided for improving the calibration of a variable compression ratio engine. Cylinder-to-cylinder compression ratio variations are detected and accounted for by comparing cylinder fuel flow and IMEP at each compression ratio setting. Dilution parameters including EGR and VCT schedules are also calibrated to account for the cylinder-to-cylinder compression ratio variations.

The present invention discloses an engine with variable compression ratio, which includes a combustion chamber. A piston is connected inside the combustion chamber. A main push block is movably connected inside the piston. The piston is connected with a connecting rod. A connecting rod oil passage is arranged inside the connecting rod. One end of the connecting rod oil passage is connected to the main push block, and the other end communicates with a main oil passage. The present invention provides an engine with variable compression ratio. On the basis of not damaging the traditional connecting rod structure, the compression ratio is controlled by changing the oil pressure, which improves the combustion efficiency. At the same time, the weight of its own structure is reduced, and there is no need for excessive transmission connection structures, which can not only reduce the overall energy loss, but also will not generate high costs during the manufacturing process.

A variable compression ratio engine according to the present invention has an eccentric sleeve provided on a crank pin, and adjusts the eccentric sleeve position relative to a connecting rod so as to change the effective length of the connecting rod, or adjusts the eccentric sleeve position relative to a crank arm so as to change the effective length of the crank arm. An eccentric sleeve control shaft or one shaft of a planetary gear device, provided in a main journal is connected to the eccentric sleeve through an eccentric sleeve auxiliary shaft. A rotor, a stator, a rack or the like is provided such that a compression ratio can be automatically adjusted according to the rotational speed of a crankshaft.

A variable compression ratio piston, a bi-fuel engine comprising same and a vehicle are disclosed. According to the present disclosure, the variable compression ratio piston is provided, the piston comprising: a piston body arranged inside a cylinder block so as to form a combustion chamber volume; and a compression ratio adjustment rotating body, which is fastened to the piston body so as to vary the combustion chamber volume according to the arrangement state thereof.

The invention discloses a variable compression ratio internal combustion constraint linear power generation system, and relates to the technical field of energy power, the variable compression ratio internal combustion constraint linear power generation system comprises a casing, a piston, a variable connecting rod, a generator set and a motor set, the piston is slidably arranged in the casing, the variable connecting rod comprises a first connecting rod and a second connecting rod, and the first connecting rod is in threaded connection with the second connecting rod; the first connecting rod is fixedly connected with the piston, the generator set comprises a first permanent magnet block and a first coil, the first coil is fixedly arranged in the machine shell, the first permanent magnet block is fixedly arranged outside the first connecting rod, the generator set comprises a second permanent magnet block, a second coil and a linear bearing, and the second connecting rod and an inner ring of the linear bearing form axial sliding and circumferential fixed connection. The second permanent magnet block is fixedly arranged outside the linear bearing, the second coil is fixedly arranged in the machine shell and connected with an external power supply line, and the end of the second connecting rod is coaxially and rotationally connected with a crank connecting rod of the engine. The device is simple in structure and low in cost, and the problem of lagging of relative working condition adjustment does not exist.

The invention discloses a variable-compression-ratio combined piston and an air cylinder, and relates to the technical field of engines, the variable-compression-ratio combined piston comprises a piston sleeve, a piston rotor and a driving mechanism, the piston rotor is slidably arranged in the piston sleeve in the axial direction of the piston sleeve, a combustion chamber is defined between one axial end of the piston sleeve and the piston rotor, and the other axial end of the piston sleeve is connected with the driving mechanism; the driving direction of the driving mechanism is the same as the sliding direction of the piston rotor; the piston is divided into the piston sleeve and the piston mover, the combustion chamber is defined by the inner wall of the piston sleeve and the end face of the piston mover, the position of the piston mover in the piston sleeve is adjusted through the driving mechanism, the variable compression ratio is achieved, and in the sliding adjustment process of the piston mover, the shape of the whole combustion chamber cannot be greatly changed; normal formation of mixed gas can be guaranteed, reliability is high, and the combustion effect and heat efficiency of the air cylinder can be improved.

1. Atkinson engine with external variable compression. 2.1 There are several inventions in the Atkinson cycle that control compression within the engine; one is by varying the length of the connecting rod, and the other is by variably controlling the opening time of the intake valve beyond the bottom dead center of the connecting rod. Both solutions require extensive modifications to the engine design. The objective of this invention is to relocate the variable compression mechanism outside the engine. 2.2 By installing a check valve and a container whose volume can be changed in the inlet channel upstream of the inlet valve, the gas is directed into this container and pressurized when the inlet valve is open, passing over bottom dead center. 2.3. By changing the volume of the container, the pressure in the engine can be varied, thereby changing the compression ratio and also varying the engine's power output, without throttling losses through the carburetor.

The invention relates to a double-crankshaft variable-compression-ratio Atkinson cycle engine. The engine is characterized by comprising an air cylinder body (comprising an air cylinder cover assembly) 1, a piston 2, a piston connecting rod 3, a lever (swing rod) 4, an auxiliary crankshaft 5, a main crankshaft 7, a crankshaft connecting rod 9, a main crankshaft-auxiliary crankshaft constant-ratio transmission part 10 and a main crankshaft-auxiliary crankshaft phase modulator 11; under the combined action of the main crankshaft 7 and the auxiliary crankshaft 5, the position of a lower dead center of an engine piston is periodically changed, so that Atkinson circulation is realized; the transmission phases of the main crankshaft 7 and the auxiliary crankshaft 5 are adjusted through the main crankshaft-auxiliary crankshaft phase modulator 11, the top dead center position of an engine piston is changed, and therefore compression ratio adjustment is achieved.

Control device (200) for an internal combustion engine (100) for controlling an internal combustion engine (100) with: a motor body (1), a variable compression ratio mechanism (A) which is configured to change a mechanical compression ratio of the engine body (1); and an intake system (3) configured to recirculate exhaust gas discharged from a combustion chamber (11) of the engine body (1) to an intake passage (30) of the engine body (1), wherein the control device (200) has a compression ratio control part which is configured to control the variable compression ratio mechanism (A) such that the mechanical compression ratio becomes a target compression ratio, wherein the compression ratio control part is configured to set the target compression ratio to a lower value when exhaust gas is recirculated on a low-load side of the engine in a predetermined operating range than when exhaust gas is not recirculated, in order to set an effective compression ratio to a lower value when the exhaust gas is recirculated on the low-load side of the engine in the predetermined operating range than when the exhaust gas is not recirculated.

The invention provides a one-time forming mould pressing method for a variable compression ratio heterogeneous material composite fireproof door. The method comprises the following steps that the target thickness of a finished fireproof door plate is set, the loose laying height of the finished fireproof door plate is set according to the compression characteristic of a first loose material, and the loose laying height of the finished fireproof door plate is set according to the compression characteristic of a second loose material; material distribution; a press is started to enable the upper die to move downwards, and segmented variable-pressure control is carried out on the material pile; in the first stage, the mold is closed at the speed of 5-10 mm / s, and the pressure of 0.5-1.5 MPa is applied and kept for 10-30 seconds; in the second stage, the closing speed is increased to 20-30 mm / s, and the pressure is increased to 4.0-6.0 MPa; and in the third stage, the pressure is continuously increased to 6.0-8.0 MPa and kept for 300-600 seconds, and then pressure relief and demolding are conducted. The integrality, the flatness and the structural stability of the composite fireproof door plate are remarkably improved, and the advantages of being integrated and seamless are achieved.

A variable compression ratio piston, a bi-fuel engine and a vehicle including the same are disclosed. According to this disclosure, a variable compression ratio piston is provided, which includes a piston body positioned inside a cylinder block to form the volume of a combustion chamber, and a compression ratio adjusting rotor fastened to the piston body to change the volume of the combustion chamber depending on the position.

The utility model discloses a variable compression ratio structure, an engine with the variable compression ratio structure and a vehicle with the variable compression ratio structure. The crankshaft comprises a main journal and a connecting rod journal connected with the main journal; the eccentric shaft sleeve is rotatably arranged on the connecting rod neck in a sleeving mode and comprises a driving part and an eccentric part, one end of the connecting rod is arranged on the outer circle of the eccentric part in a sleeving mode, the driving part is connected with the eccentric part, and the rotating axis of the driving part and the axis of the connecting rod neck are collinear; the axis where the circle center of the outer circle face of the eccentric part is located is eccentrically arranged relative to the axis of the connecting rod neck. The driving assembly is suitable for driving the eccentric shaft sleeve to rotate through the driving part so as to adjust the distance between the end face of the other end of the connecting rod and the axis of the connecting rod neck. According to the variable compression ratio structure, the compression ratio of the engine can be adjusted by driving the eccentric shaft sleeve to rotate through the driving assembly, the structure is simple, the cost of the engine is low, and the operation stability is better.