54 results about "Variable compression ratio" patented technology

To stably obtain combustion timing of each cylinder in premixed compression ignition combustion using spark ignition in a multi-cylinder internal-combustion engine.SOLUTION: When there is difference between cylinders in θPmax showing combustion timing, the difference between cylinders is reduced by correcting an ignition timing (time t1-t2). When the difference between cylinders is reduced, the ignition timings of all cylinders are uniformly corrected so that the cylinder average θPmax approaches a target θPmax (time t2-t3). When an ignition timing correction amount reaches an upper limit / a lower limit, the cylinder average θPmax is made to approach the target θPmax by compression ratio correction by a variable compression ratio mechanism (time t3-t4). When the cylinder average θPmax reaches the target θPmax, compression ration is corrected so that the cylinder average ignition timing returns to a reference ignition timing (time t4-t5).SELECTED DRAWING: Figure 6

To securely prevent transitional occurrence of knocking during switching from a premixed compression ignition combustion mode to a spark ignition combustion mode.SOLUTION: An internal combustion engine for power generation of a series hybrid vehicle includes a variable compression ratio mechanism that changes a mechanical compression ratio. During driving in a premixed compression ignition combustion mode, when target output exceeds HCCI allowable output and switching to a spark ignition combustion mode is requested (time t1), fuel injection is stopped and a target compression ratio is set to an SI target compression ratio. Speed is maintained without change through motoring. When an actual compression ratio is lowered to an SI allowable compression ratio set higher than the SI target compression ratio (time t2), motoring is performed to reach SI target speed. When actual speed reaches the SI target speed (time t3), the fuel injection is resumed and driving is performed in a spark ignition combustion mode.SELECTED DRAWING: Figure 5

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.

The utility model provides an intelligent device for detecting a variable compression ratio automobile connecting rod. The intelligent device for detecting the variable-compression-ratio automobile connecting rod comprises a bottom plate, wherein the top of the bottom plate is fixedly provided with an L-shaped back plate; the vertical plate is fixedly mounted on the bottom plate; the hydraulic cylinder is fixedly mounted on the L-shaped back plate; the rectangular plate is rotationally mounted on an output rod of the hydraulic cylinder; the monitoring mechanism is arranged on the rectangular plate and used for monitoring tensile force or extrusion force borne by the automobile connecting rod; and the top positioning mechanism is arranged on the monitoring mechanism and is used for positioning the automobile connecting rod from the top. The intelligent device for detecting the automobile connecting rod with the variable compression ratio has the advantages that the automobile connecting rod can be conveniently fixed, the extrusion resistance and the stretching resistance of the automobile connecting rod can be detected, the length of the automobile connecting rod can be detected, and the smoothness of the two faces of the automobile connecting rod can be detected.

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.

Internal combustion engine (20) with variable compression ratio (VCR) having a compression stroke and an expansion stroke, wherein the internal combustion engine (20) comprises the following: an engine block (22) that defines a cylinder (30); a cylinder head (26) mounted on the engine block (22) which defines at least part of a combustion chamber (30); a reciprocating piston (28) arranged and configured within the cylinder (30) to compress a mixture of air and fuel and to absorb combustion power, wherein the compression stroke of the piston (28) defines a compression ratio of the internal combustion engine (20); and a six-rod linkage mechanism (48) configured to functionally connect the piston (28) to the engine block (22), to articulate on seven different parallel axes (X1, ..., X7), to decouple the compression stroke from the expansion stroke such that the length of the compression stroke does not coincide with the length of the expansion stroke, and to continuously and selectively change the compression stroke of the piston (28) and the compression ratio of the internal combustion engine (20), wherein the six-rod linkage mechanism (48) comprises the following: a primary crankshaft (50) which can be rotated about a first axis (X1) via the combustion force absorbed by the piston (28); a connecting rod (52) which is pivotably connected to the piston (28) on a second axis (X2); a multi-rod linkage (58) rotatably connected to the connecting rod (52) on a third axis (X3) and to the primary crankshaft (50) on a fourth axis (X4); a control linkage (56) which is pivotably connected to the multi-rod linkage (58) on a fifth axis (X5); a control crankshaft (54) arranged in the engine block (22), connected to the control linkage (56) on a sixth axis (X6) and configured to rotate about a seventh axis (X7), so that the rotation of the control crankshaft (54) regulates the stroke of the piston (28) and thereby continuously changes the compression ratio of the internal combustion engine (20); a phase-adjusting device (60) designed as a stepper motor, configured to control a position of the control crankshaft (54) with respect to both the engine block (22) and the primary crankshaft (50), thereby controlling a position of the fifth axis (X5) with respect to the seventh axis (X7) and the third axis (X3) with respect to the first axis (X1); and a torque transmission mechanism (62) configured to connect the control crankshaft (54) to the primary crankshaft (50) for synchronized operation between them; characterized by the fact that the torque transmission mechanism (62) has a gear coaxial with the first axis (X1) and a gear coaxial with the sixth axis (X6) and connects them to each other for driving purposes.

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.

Provide a variable compression ratio (VCR) engine with better performance and lower maintenance requirements than the prior art. 【Solution】The variable compression ratio (VCR) engine 1 includes at least one cylinder 2 equipped with a piston 3 movably disposed therein and adapted to perform a predetermined piston stroke, and a setting unit 4 that sets a preset compression ratio by setting a preset clearance position. The VCR engine 1 further includes a control unit 5 that sets at least one temporary clearance position different from the preset clearance position and causes at least one piston operation at the temporary clearance position.

The utility model relates to the technical field of detection devices, and discloses a detection device for a variable compression ratio engine connecting rod small end inclined plane, which comprises a bottom frame, a side frame is arranged on the right side of the upper end of the bottom frame, two rotating plates are arranged in the side frame through a springback rotating shaft, and linkage gears are arranged at the right ends in the rotating plates. The two linkage gears are connected in a meshed mode, and a pulley is rotationally installed at the left end of the interior of the rotating plate. The top frame is arranged at the upper end of the rotating plate, and an angle measuring instrument is installed at the upper end of the top frame; and the inner groove is formed in the left side in the bottom frame, a baffle is slidably installed in the inner groove, and a reset spring is installed at the position, located in the inner groove, of the lower end of the baffle. According to the utility model, the two rotating plates are matched with the gear for transmission, and the angle measuring instrument is combined, so that the connecting rod small-end inclined plane is detected conveniently and quickly.

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.

The present invention discloses a warm-up control method for an engine. The method includes, when the engine enters the cold start mode, calculating the current heat generation of the engine, the heat rise required for the engine to increase from the current water temperature to the target water temperature, and the change in heat dissipation, summing the current heat generation of the engine, the heat rise, and the change in heat dissipation to obtain the target total heat generation of the engine, obtaining the target compression ratio according to the target total heat generation of the engine and a preset second corresponding relationship, and finally determining the warm-up target compression ratio according to the target compression ratio and controlling the engine to operate at the warm-up target compression ratio. By controlling the compression ratio of the engine, the compression temperature at the time of engine ignition is adjusted, thereby improving the combustion efficiency and combustion temperature, so that the variable compression ratio engine can achieve the purpose of rapid warm-up without relying on electronic devices such as an electronic water pump and an electronic thermostat. The present invention also provides a control device and an automotive engine.

A method and system for improving the calibration of a variable compression ratio engine is provided. 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.

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 control device for a variable compression ratio mechanism for changing a compression ratio of an internal combustion engine by rotating a control shaft connected to an output shaft of an actuator, wherein with respect to a reference position, the control device determines the rotation angle of the control shaft by sequentially integrating the output values of an angle sensor that detects the rotation angle of the output shaft of the actuator in a range of 0° to 360° such that the rotation angle approaches a target angle. When the internal combustion engine is stopped, the control device rotates the control shaft to a high-compression-ratio side and a low-compression-ratio side, respectively, toward a stopper mechanism that defines the rotatable range and compares the determined rotation angle and a reference operation angle to diagnose whether a failure has occurred in the variable compression ratio mechanism.

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.