19 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.

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.

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 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).

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.

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.

An internal combustion engine (1) including variable compression ratio comprises a crankcase, a crankshaft (3) including a main portion (2) which is supported by the crankcase and rotatable thereto about a crankshaft axis (6), a crankpin (4) and a crank web (5) located between the main portion (2) and the crankpin (4) in longitudinal direction of the crankshaft axis (6), a connecting rod (12) including a big end (13) and an eccentric member (8) which is mounted on the crankpin (4) and rotatable with respect to the crankpin (4) about a crankpin axis (7). The eccentric member (8) comprises a bearing portion (9) including a centreline (10) parallel to the crankpin axis (7) and an external eccentric member gear (11) between the bearing portion (9) and the crank web (5) of the crankshaft (3) as seen in longitudinal direction of the crankshaft axis (6). The eccentric member gear (11) has a larger diameter than the bearing portion (9) and is drivably connected to a gear train (18, 19) for rotating the eccentric member (8) with respect to the crankpin (4). The big end (13) is rotatably mounted on the bearing portion (9) through big end rollers (14) which are held at a distance from each other in circumferential direction about the centreline (10) of the bearing portion (9) through a cage (15). The cage has opposite retaining members (16a, 16b) for holding the big end rollers (14) in axial direction thereof and a big end abutment (17) between the eccentric member gear (11) and the big end (13) in axial direction of the crankpin axis (7) so as to stop a movement of the big end (13) with respect to the big end rollers (14) in a direction from the bearing portion (9) towards the eccentric member gear (11).

Method for an engine (100), comprising: Vary, by means of an engine control (12), a compression ratio of a cylinder (206) by selectively removing combustion charge, which was generated by ignition of an air-fuel mixture in the cylinder (206), from the cylinder (206) through a drain valve on a cylinder head (202), Diverting the discharged combustion charge gas into a turbine generator (234) and Generating, by means of the discharged combustion charge, of usable electrical power by the turbine generator (234), wherein the turbine generator (234) is coupled downstream of the drain valve.

The invention provides a novel wobble plate internal combustion engine and a design and manufacturing method, and belongs to the field of internal combustion engines. The cylinders are not perpendicular to the main shaft, the cylinders are arranged around the main shaft in parallel, piston motion is converted into main shaft rotation motion through the wobble plate, the structure is compact, and reciprocating inertia force is small. According to the invention, a high-reliability axial thrust bearing mechanism is innovated; the variable compression ratio is intelligently regulated and controlled; a single fuel pump intelligently injects multiple times, a multi-oil-inlet oil injector and an ultra-short high-pressure oil pipe are arranged; valve timing intelligent control is realized; a piston descending self-pumping mechanism; a single wobble plate two-stroke machine with a cylinder cover and a single wobble plate four-stroke machine with a cylinder cover are provided; and the design and manufacturing methods of an integrated engine body cylinder cover and a split main shaft are improved. A brand new internal combustion engine which is large in power, small in size, low in cost, high in efficiency, low in vibration, excellent in emission, good in reliability and wide in adaptability is presented in the industry and the market.