CN116608043B - V-type engine and control method - Google Patents

V-type engine and control method

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Publication number
CN116608043B
CN116608043B CN202310751632.0A CN202310751632A CN116608043B CN 116608043 B CN116608043 B CN 116608043B CN 202310751632 A CN202310751632 A CN 202310751632A CN 116608043 B CN116608043 B CN 116608043B
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CN
China
Prior art keywords
assembly
intake
chain
disposed
rotating shaft
Prior art date
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Active
Application number
CN202310751632.0A
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Chinese (zh)
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CN116608043A (en
Inventor
姜恩伟
李华
宋建龙
韩令海
李金成
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FAW Group Corp
Original Assignee
FAW Group Corp
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Priority to CN202310751632.0A priority Critical patent/CN116608043B/en
Publication of CN116608043A publication Critical patent/CN116608043A/en
Application granted granted Critical
Publication of CN116608043B publication Critical patent/CN116608043B/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/348—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear by means acting on timing belts or chains
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

The invention relates to the technical field of V-shaped engines, in particular to a V-shaped engine and a control method, wherein the V-shaped engine comprises an engine body, a crankshaft, a first piston assembly and a second piston assembly, a plurality of first telescopic connecting rods, a plurality of second telescopic connecting rods and a plurality of second telescopic connecting rods, wherein the crankshaft is rotatably arranged in the engine body, the first piston assembly and the second piston assembly are arranged on the engine body in an included angle mode, one ends of the first telescopic connecting rods are arranged on the crankshaft, the other ends of the first telescopic connecting rods are arranged on the first piston assembly, one ends of the second telescopic connecting rods are arranged on the crankshaft, and the other ends of the first telescopic connecting rods are arranged on the second piston assembly. The invention can give consideration to various use scenes, so that the V-shaped engine gives consideration to economical efficiency and dynamic property.

Description

V-type engine and control method
Technical Field
The invention relates to the technical field of V-shaped engines, in particular to a V-shaped engine and a control method.
Background
With the development of the automobile industry, more and more automobiles enter production and living, and the automobiles provide great convenience for logistics transportation and transportation. The power source on the automobile is an engine, and the performance of the engine determines the performance of the automobile. The engines are classified according to arrangement form and can be divided into an in-line engine, a V-shaped engine and a W-shaped engine, and the V-shaped engine can be intuitively understood to be regarded as that two in-line engines are coupled together to work at different angles through sharing one crankshaft. Compared with an in-line engine, the V-shaped engine and the W-shaped engine have the characteristics of compact structure and high power performance, and meanwhile, the timing system is more complex, and the V-shaped engine and the W-shaped engine need to work cooperatively to ensure normal operation.
In the daily use of users, the V-type or W-type engine has different demands for different working conditions. The system aims at urban operation conditions, customers need to have better economy of the whole vehicle, and on expressway conditions, the system needs to have excellent power performance. Conventional V-type or W-type engines cannot address various usage scenarios.
Accordingly, a V-type engine and control method are needed to solve the above-described problems.
Disclosure of Invention
The invention aims to provide a V-shaped engine and a control method, which can take various use scenes into consideration, so that the V-shaped engine takes economical efficiency and dynamic property into consideration.
To achieve the purpose, the invention adopts the following technical scheme:
A V-type engine comprising:
an engine body;
a crankshaft rotatably provided in the engine body;
The first piston assembly and the second piston assembly are arranged on the engine body in an included angle;
a plurality of first telescopic links, one ends of which are arranged on the crankshaft, the other ends of which are arranged on the first piston assembly, the first telescopic links being extendable to adjust the position of the first piston assembly in a first cylinder of an engine block;
the second telescopic connecting rods are arranged on the crankshaft at one ends, the second piston assemblies are arranged at the other ends of the first telescopic connecting rods, and the second telescopic connecting rods can be shortened to adjust the positions of the second piston assemblies in second cylinders of the engine body;
The first chain transmission assembly is in transmission connection with the crankshaft;
The first air inlet assembly is in transmission connection with the first chain transmission assembly, and an air inlet molded line wrap angle of a first air inlet cam shaft assembly of the first air inlet assembly can be adjusted;
the first exhaust assembly is in transmission connection with the first chain transmission assembly;
The second chain transmission assembly is in transmission connection with the crankshaft;
the second exhaust assembly is in transmission connection with the second chain transmission assembly;
The second air inlet assembly is in transmission connection with the second chain transmission assembly, and an air inlet molded line wrap angle of a second air inlet cam shaft assembly of the second air inlet assembly can be adjusted.
Further, the first chain transmission assembly comprises a first chain, a first idler wheel and a first rotating shaft, the first chain transmission is sleeved on the crankshaft and the first idler wheel, the first idler wheel is arranged on the first rotating shaft in a rotation stopping mode, the first rotating shaft is arranged on the engine body in a rotation mode, and the first air inlet assembly and the first air outlet assembly are in transmission connection with the first rotating shaft.
Further, the first air intake assembly comprises a first driving sprocket, a first air intake camshaft assembly and a first phase adjuster, the first driving sprocket is in driving connection with the first rotating shaft through a second chain, the first driving sprocket is arranged on the first phase adjuster, the first phase adjuster is arranged on the first air intake camshaft assembly, and the first air intake camshaft assembly is rotatably arranged on the engine body.
Further, the first exhaust assembly comprises a second drive sprocket and a first exhaust camshaft assembly, the second drive sprocket is in drive connection with the first rotating shaft through a second chain, the second drive sprocket is in drive connection with the first exhaust camshaft assembly, and the first exhaust camshaft assembly is rotatably arranged on the engine body.
Further, the first exhaust component further includes a second phase adjuster on which the second drive sprocket is disposed, the second phase adjuster being disposed on the first exhaust camshaft assembly.
Further, the second chain transmission assembly comprises a third chain, a second idler wheel and a second rotating shaft, the third chain transmission assembly is sleeved on the crankshaft and the second idler wheel, the second idler wheel is arranged on the second rotating shaft in a rotation stopping mode, the second rotating shaft is arranged on the engine body in a rotation mode, and the second exhaust assembly and the second air inlet assembly are in transmission connection with the second rotating shaft.
Further, the second exhaust assembly comprises a third driving sprocket, the second exhaust camshaft assembly and a third phase adjuster, the third driving sprocket is in transmission connection with the second rotating shaft through a fourth chain, the third driving sprocket is arranged on the third phase adjuster, the third phase adjuster is arranged on the second exhaust camshaft assembly, and the second exhaust camshaft assembly is rotatably arranged on the engine body.
Further, the second air inlet component comprises a fourth driving sprocket and a second air inlet cam shaft assembly, the fourth driving sprocket is in transmission connection with the second rotating shaft through a fourth chain, the fourth driving sprocket is in transmission connection with the second air inlet cam shaft assembly, and the second air inlet cam shaft assembly is rotatably arranged on the engine body.
Further, a torque damper is provided fixedly provided on one end of the crankshaft.
The control method for controlling the V-type engine comprises the following steps:
The second piston assembly does not work, the first telescopic connecting rod extends to a first set length, so that a first compression ratio is obtained, and the air inlet molded line wrap angle of the first air inlet cam shaft assembly of the first air inlet assembly is reduced from a first wrap angle to a second wrap angle, so that the power stroke is larger than the compression stroke;
the first piston assembly does not work, the second telescopic connecting rod is shortened to a second set length, so that a second compression ratio is obtained, the second compression ratio is smaller than the first compression ratio, the wrap angle of an air inlet molded line of a second air inlet cam shaft assembly of the second air inlet assembly is reduced from a first wrap angle to a third wrap angle, and the third wrap angle is larger than the second wrap angle, so that the air inflow is increased, and the power performance of an engine is improved;
The expressway working condition is that the first piston assembly and the second piston assembly work, the first telescopic connecting rod and the second telescopic connecting rod are shortened to the second set length, and the air inlet molded line wrap angles of the first air inlet cam shaft assembly and the second air inlet cam shaft assembly are reduced to the third wrap angle from the first wrap angle.
The invention has the beneficial effects that:
The V-shaped engine provided by the invention is characterized in that a crankshaft is rotatably arranged on an engine body, a first piston assembly and a second piston assembly are arranged on the engine body in an included angle, a plurality of first telescopic connecting rods are respectively connected with the first piston assembly and the crankshaft in a transmission manner, and a plurality of second telescopic connecting rods are respectively connected with the first piston assembly and the crankshaft in a transmission manner. The first piston assembly and the second piston assembly can drive the crankshaft to rotate, the crankshaft drives the first air inlet assembly and the first air outlet assembly to work through the first chain transmission assembly, and the crankshaft drives the second air outlet assembly and the second air inlet assembly to work through the second chain transmission assembly. The lengths of the first telescopic connecting rod and the second telescopic connecting rod can be adjusted, so that the position of the first piston assembly in the first cylinder and the position of the second piston assembly in the second cylinder can be adjusted. And the air inlet molded line wrap angles of the first air inlet component and the second air inlet component can be adjusted, so that the air inlet amount during combustion is adjusted. When the engine works, according to different working conditions, the first piston assembly and/or the second piston assembly can be controlled to work, meanwhile, the first exhaust assembly and the second air inlet assembly are matched to adjust the position of the piston, and the first air inlet assembly and the second air inlet assembly control the air inflow, so that various use scenes can be considered, and the V-shaped engine is economical and dynamic.
The control method provided by the invention is used for controlling the V-shaped engine, and can give consideration to various use scenes, so that the V-shaped engine gives consideration to economical efficiency and dynamic property.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
Fig. 1 is a schematic view of a V-type engine of the present invention.
In the figure:
1. the engine comprises a crankshaft, 11, a torque damper, 2, a first chain transmission assembly, 21, a first rotating shaft, 22, a first idler pulley, 23, a first chain, 3, a first air inlet assembly, 31, a first phase adjuster, 32, a first air inlet cam shaft assembly, 33, a second chain, 4, a first piston assembly, 41, a first telescopic connecting rod, 5, a first air outlet assembly, 51, a first air inlet cam shaft assembly, 52, a second phase adjuster, 6, a second piston assembly, 61, a second telescopic connecting rod, 7, a second chain transmission assembly, 71, a second rotating shaft, 72, a second idler pulley, 73, a third chain, 8, a second air outlet assembly, 81, a third phase adjuster, 82, a second air outlet cam shaft assembly, 83, a fourth chain, 9, a second air inlet assembly, 91, a second air inlet cam shaft assembly, 92 and a fourth phase adjuster.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that like reference numerals and letters refer to like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present invention, it should be noted that, directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., are directions or positional relationships based on those shown in the drawings, or are directions or positional relationships conventionally put in use of the inventive product, are merely for convenience of describing the present invention and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific direction, be configured and operated in a specific direction, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present invention, it should also be noted that, unless explicitly stated and limited otherwise, the terms "disposed" and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, or electrically connected. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
The performance of an engine of a power source on an automobile determines the performance of the automobile. The engines are classified according to arrangement form and can be divided into an in-line engine, a V-shaped engine and a W-shaped engine, and the V-shaped engine can be intuitively understood to be regarded as that two in-line engines are coupled together to work at different angles through sharing one crankshaft. Compared with an in-line engine, the V-shaped engine and the W-shaped engine have the characteristics of compact structure and high power performance, and meanwhile, the timing system is more complex, and the V-shaped engine and the W-shaped engine need to work cooperatively to ensure normal operation.
In order to achieve various use scenes, and enable the economy and the power performance of the V-shaped engine to be achieved, as shown in fig. 1, the invention provides the V-shaped engine. The V-engine comprises an engine block, a crankshaft 1, a first piston assembly 4, a second piston assembly 6, a plurality of first telescopic links 41, a plurality of second telescopic links 61, a first chain drive assembly 2, a second chain drive assembly 7, a first air intake assembly 3, a first exhaust assembly 5, a second exhaust assembly 8 and a second air intake assembly 9.
The crankshaft 1 is rotatably arranged in an engine body, the first piston assembly 4 and the second piston assembly 6 are arranged on the engine body at an included angle, one end of the first telescopic connecting rod 41 is arranged on the crankshaft 1, the other end of the first telescopic connecting rod 41 is arranged on the first piston assembly 4, the first telescopic connecting rod 41 can stretch to adjust the position of the first piston assembly 4 in a first cylinder of the engine body, one end of the second telescopic connecting rod 61 is arranged on the crankshaft 1, the other end of the first telescopic connecting rod 41 is arranged on the second piston assembly 6, and the second telescopic connecting rod 61 can be shortened to adjust the position of the second piston assembly 6 in a second cylinder of the engine body. The first chain transmission assembly 2 is in transmission connection with the crankshaft 1, the first air inlet assembly 3 is in transmission connection with the first chain transmission assembly 2, the air inlet molded line wrap angle of the first air inlet cam shaft assembly 32 of the first air inlet assembly 3 can be adjusted, the first air outlet assembly 5 is in transmission connection with the first chain transmission assembly 2, the second chain transmission assembly 7 is in transmission connection with the crankshaft 1, the second air outlet assembly 8 is in transmission connection with the second chain transmission assembly 7, the second air inlet assembly 9 is in transmission connection with the second chain transmission assembly 7, and the air inlet molded line wrap angle of the second air inlet cam shaft assembly 91 of the second air inlet assembly 9 can be adjusted.
When the engine works, according to different working conditions, the first piston assembly 4 and/or the second piston assembly 6 can be controlled to work, meanwhile, the first exhaust assembly 5 and the second air inlet assembly 9 are matched to adjust the position of the piston, and the first air inlet assembly 3 and the second air inlet assembly 9 control the air inflow, so that various use scenes can be considered, and the V-shaped engine is economical and dynamic.
Further, the first chain transmission assembly 2 comprises a first chain 23, a first idler pulley 22 and a first rotating shaft 21, the first chain 23 is in transmission sleeve connection with the crankshaft 1 and the first idler pulley 22, the first idler pulley 22 is in rotation stop arrangement on the first rotating shaft 21, the first rotating shaft 21 is in rotation arrangement on the engine body, and the first air inlet assembly 3 and the first air outlet assembly 5 are in transmission connection with the first rotating shaft 21. Through the arrangement, in the process of working and rotating the crankshaft 1, the crankshaft 1 drives the first chain 23, the first chain 23 drives the first rotating shaft 21 to rotate, and the first rotating shaft 21 drives the first air inlet component 3 and the first air outlet component 5 to work, so that air inlet and outlet control of the engine is realized, and a power source is not required to be additionally arranged.
Further, the first air intake assembly 3 includes a first driving sprocket, a first air intake camshaft assembly 32 and a first phase adjuster 31, the first driving sprocket is in driving connection with the first rotating shaft 21 through a second chain 33, the first driving sprocket is disposed on the first phase adjuster 31, the first phase adjuster 31 is disposed on the first air intake camshaft assembly 32, and the first air intake camshaft assembly 32 is rotatably disposed on the engine body. Specifically, the first rotating shaft 21 is driven by the first chain 23, and the first rotating shaft 21 drives the first driving sprocket to rotate by the second chain 33, so that the first air inlet cam shaft assembly 32 is driven to rotate, and air inlet is realized. The first chain 23 and the second chain 33 are matched, so that the length of a single chain can be shortened, and the problem that the chain is too long to shake in transmission is avoided. The first phase adjuster 31 can adjust the relative angle between the first intake camshaft assembly 32 and the first driving sprocket according to actual control requirements, so that the purpose of adjusting the wrap angle of the intake profile of the first intake camshaft assembly 32 is achieved, and the air inflow of the first cylinder is adjusted when the engine works.
Further, the first exhaust component 5 includes a second drive sprocket and a first exhaust camshaft assembly 51, the second drive sprocket is in driving connection with the first rotating shaft 21 through the second chain 33, the second drive sprocket is in driving connection with the first exhaust camshaft assembly 51, and the first exhaust camshaft assembly 51 is rotatably provided on the engine body. The first rotating shaft 21 is driven to drive the second chain 33, and the second chain 33 drives the second driving sprocket, so that the first exhaust camshaft assembly 51 is driven to perform exhaust operation.
Further, the first exhaust component 5 further includes a second phase adjuster 52, the second drive sprocket being disposed on the second phase adjuster 52, the second phase adjuster 52 being disposed on the first exhaust camshaft assembly 51. By providing the second phase adjuster 52, the exhaust profile wrap angle of the first exhaust camshaft assembly 51 can be adjusted as needed, thereby achieving the purpose of controlling exhaust.
Further, the second chain transmission assembly 7 comprises a third chain 73, a second idler pulley 72 and a second rotating shaft 71, the third chain 73 is in transmission sleeve arrangement on the crankshaft 1 and the second idler pulley 72, the second idler pulley 72 is in rotation stop arrangement on the second rotating shaft 71, the second rotating shaft 71 is in rotation arrangement on the engine body, and the second exhaust assembly 8 and the second air inlet assembly 9 are in transmission connection with the second rotating shaft 71. Through the arrangement, in the process of working and rotating the crankshaft 1, the crankshaft 1 drives the third chain 73 and the third chain 73 to drive the second rotating shaft 71 to rotate through the second idler pulley 72, and the second exhaust assembly 8 and the second air inlet assembly 9 are driven to work through the second rotating shaft 71, so that air inlet and exhaust control of the other group of cylinders of the engine is realized, and no additional power source is needed.
Further, the second exhaust component 8 includes a third driving sprocket, a second exhaust camshaft assembly 82 and a third phase adjuster 81, the third driving sprocket is in driving connection with the second rotating shaft 71 through a fourth chain 83, the third driving sprocket is disposed on the third phase adjuster 81, the third phase adjuster 81 is disposed on the second exhaust camshaft assembly 82, and the second exhaust camshaft assembly 82 is rotatably disposed on the engine body. Specifically, the third chain 73 drives the second rotating shaft 71, and the second rotating shaft 71 drives the third driving sprocket to rotate through the fourth chain 83, so as to drive the second exhaust camshaft assembly 82 to rotate, thereby realizing exhaust. The third chain 73 and the fourth chain 83 are matched, so that the length of a single chain can be shortened, and the problem that the chain is too long to shake in transmission is avoided. The third phase adjuster 81 can adjust the relative angle between the second exhaust camshaft assembly 82 and the third driving sprocket according to actual control requirements, so as to achieve the purpose of adjusting the exhaust profile wrap angle of the second exhaust camshaft assembly 82, and further adjust the exhaust quantity of the second cylinder during the operation of the engine.
Further, the second air intake assembly 9 includes a fourth driving sprocket and a second air intake camshaft assembly 91, the fourth driving sprocket is in driving connection with the second rotating shaft 71 through a fourth chain 83, the fourth driving sprocket is in driving connection with the second air intake camshaft assembly 91, and the second air intake camshaft assembly 91 is rotatably disposed on the engine body. The second rotary shaft 71 drives the fourth chain 83, and the fourth chain 83 drives the fourth driving sprocket, thereby driving the second intake camshaft assembly 91 to perform the exhaust operation.
Further, the second intake assembly 9 further includes a fourth phase adjuster 92, a fourth drive sprocket is provided on the fourth phase adjuster 92, and the fourth phase adjuster 92 is provided on the second intake camshaft assembly 91. By providing the fourth phase adjuster 92, the intake profile wrap angle of the second intake camshaft assembly 91 can be adjusted as needed, thereby achieving the purpose of controlling intake.
Further, the V-type engine further includes a torque damper 11, and the torque damper 11 is fixedly provided on one end of the crankshaft 1. By providing the torque damper 11, abnormal vibration of the crankshaft 1 caused by engine operation can be eliminated, and normal rotation of the crankshaft 1 can be ensured.
The embodiment also provides a control method for controlling the V-shaped engine, which comprises the following steps:
The first operation condition of the city is that the second piston assembly 6 does not work, the first telescopic connecting rod 41 extends to a first set length, so that a first compression ratio is obtained, the air inlet molded line wrap angle of the first air inlet cam shaft assembly 32 of the first air inlet assembly 3 is reduced from the first wrap angle to a second wrap angle, so that the acting stroke is larger than the compression stroke, and particularly, the first operation condition of the city is specific to the congestion condition of the city, the first telescopic connecting rod 41 extends to the first set length, so that the first piston is positioned at a higher position in a first cylinder hole, a smaller clearance volume is obtained, and a larger compression ratio is obtained. By controlling the first phase adjuster 31, the intake profile wrap angle of the first intake camshaft assembly 32 is reduced from 190 ° (first wrap angle) to 140 ° (second wrap angle), a deep miller cycle is realized, the power stroke is larger than the compression stroke, and pumping loss is reduced, so that the economy of the engine is improved.
And in the urban second operation condition, the first piston assembly 4 is not operated, the second telescopic connecting rod 61 is shortened to a second set length, so that a second compression ratio is obtained, the second compression ratio is smaller than the first compression ratio, the air inlet molded line wrap angle of the second air inlet cam shaft assembly 91 of the second air inlet assembly 9 is reduced from the first wrap angle to a third wrap angle, and the third wrap angle is larger than the second wrap angle, so that the air inlet amount is increased, and the power performance of the engine is improved. Specifically, the second telescopic connecting rod 61 is shortened to a second set length under the condition that the urban second running condition is smooth, so that the second piston assembly 6 is positioned at a lower position in the second cylinder, a larger clearance volume is obtained, a smaller compression ratio is obtained, the air inlet molded line wrap angle of the second air inlet cam shaft assembly 91 is reduced from 190 degrees (the first wrap angle) to 175 degrees (the third wrap angle) through the third phase regulator 81, and the air inlet amount is increased to improve the dynamic performance of the engine.
The expressway working conditions are that the first piston assembly 4 and the second piston assembly 6 work, the first telescopic connecting rod 41 and the second telescopic connecting rod 61 are shortened to a second set length, and the air inlet molded line wrap angles of the first air inlet cam shaft assembly 32 and the second air inlet cam shaft assembly 91 are reduced to a third wrap angle from the first wrap angle. Specifically, by the first and third phase adjusters 31 and 81, the first and second intake camshaft assemblies 32 and 91 are each reduced from 190 ° (first wrap angle) to 175 ° (third wrap angle), and the engine achieves maximum power and economy.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims (10)

1.V型发动机，其特征在于，包括：1. A V-type engine, characterized in that it comprises: 发动机体；Engine body; 曲轴(1)，所述曲轴(1)转动设置在所述发动机体中；A crankshaft (1) is rotatably disposed in the engine body; 第一活塞组件(4)和第二活塞组件(6)，所述第一活塞组件(4)和所述第二活塞组件(6)呈夹角设置在所述发动机体上；A first piston assembly (4) and a second piston assembly (6) are disposed at an angle on the engine body; 多个第一伸缩连杆(41)，所述第一伸缩连杆(41)的一端设置在所述曲轴(1)上，所述第一伸缩连杆(41)的另一端设置在所述第一活塞组件(4)上，所述第一伸缩连杆(41)能够伸长，以调节所述第一活塞组件(4)在发动机体的第一气缸中的位置；Multiple first telescopic links (41), one end of the first telescopic link (41) is disposed on the crankshaft (1), and the other end of the first telescopic link (41) is disposed on the first piston assembly (4). The first telescopic link (41) can be extended to adjust the position of the first piston assembly (4) in the first cylinder of the engine block. 多个第二伸缩连杆(61)，所述第二伸缩连杆(61)的一端设置在所述曲轴(1)上，所述第二伸缩连杆(61)的另一端设置在所述第二活塞组件(6)上，所述第二伸缩连杆(61)能够缩短，以调节所述第二活塞组件(6)在发动机体的第二气缸中的位置；Multiple second telescopic links (61), one end of the second telescopic link (61) is disposed on the crankshaft (1), and the other end of the second telescopic link (61) is disposed on the second piston assembly (6). The second telescopic link (61) can be shortened to adjust the position of the second piston assembly (6) in the second cylinder of the engine block; 第一链条传动组件(2)，所述第一链条传动组件(2)与所述曲轴(1)传动连接；The first chain drive assembly (2) is connected to the crankshaft (1) in a drive connection. 第一进气组件(3)，所述第一进气组件(3)与所述第一链条传动组件(2)传动连接，且所述第一进气组件(3)的第一进气凸轮轴总成(32)的进气型线包角能够调节；The first intake assembly (3) is connected to the first chain drive assembly (2), and the intake profile wrap angle of the first intake camshaft assembly (32) of the first intake assembly (3) is adjustable. 第一排气组件(5)，所述第一排气组件(5)与所述第一链条传动组件(2)传动连接；The first exhaust assembly (5) is connected to the first chain drive assembly (2) in a transmission connection. 第二链条传动组件(7)，所述第二链条传动组件(7)与所述曲轴(1)传动连接；The second chain drive assembly (7) is connected to the crankshaft (1) in a drive connection. 第二排气组件(8)，所述第二排气组件(8)与所述第二链条传动组件(7)传动连接；The second exhaust assembly (8) is connected to the second chain drive assembly (7) in a transmission connection. 第二进气组件(9)，所述第二进气组件(9)与所述第二链条传动组件(7)传动连接，且所述第二进气组件(9)的第二进气凸轮轴总成(91)的进气型线包角能够调节。The second intake assembly (9) is connected to the second chain drive assembly (7), and the intake profile wrap angle of the second intake camshaft assembly (91) of the second intake assembly (9) is adjustable. 2.根据权利要求1所述的V型发动机，其特征在于，所述第一链条传动组件(2)包括第一链条(23)、第一惰轮(22)和第一转轴(21)，所述第一链条(23)传动套设在所述曲轴(1)与所述第一惰轮(22)上，所述第一惰轮(22)止转设置在所述第一转轴(21)上，所述第一转轴(21)转动设置在所述发动机体上，所述第一进气组件(3)与所述第一排气组件(5)均与所述第一转轴(21)传动连接。2. The V-type engine according to claim 1, characterized in that the first chain drive assembly (2) includes a first chain (23), a first idler wheel (22) and a first rotating shaft (21), the first chain (23) is driven and sleeved on the crankshaft (1) and the first idler wheel (22), the first idler wheel (22) is anti-rotating and disposed on the first rotating shaft (21), the first rotating shaft (21) is rotatably disposed on the engine body, and the first intake assembly (3) and the first exhaust assembly (5) are both driven and connected to the first rotating shaft (21). 3.根据权利要求2所述的V型发动机，其特征在于，所述第一进气组件(3)包括第一传动链轮、所述第一进气凸轮轴总成(32)和第一相位调节器(31)，所述第一传动链轮通过第二链条(33)与所述第一转轴(21)传动连接，所述第一传动链轮设置在所述第一相位调节器(31)上，所述第一相位调节器(31)设置在所述第一进气凸轮轴总成(32)上，所述第一进气凸轮轴总成(32)转动设置在所述发动机体上。3. The V-type engine according to claim 2, characterized in that the first intake assembly (3) includes a first drive sprocket, a first intake camshaft assembly (32) and a first phase adjuster (31), the first drive sprocket is connected to the first rotating shaft (21) via a second chain (33), the first drive sprocket is disposed on the first phase adjuster (31), the first phase adjuster (31) is disposed on the first intake camshaft assembly (32), and the first intake camshaft assembly (32) is rotatably disposed on the engine body. 4.根据权利要求2所述的V型发动机，其特征在于，所述第一排气组件(5)包括第二传动链轮和第一排气凸轮轴总成(51)，所述第二传动链轮通过第二链条(33)与所述第一转轴(21)传动连接，所述第二传动链轮与所述第一排气凸轮轴总成(51)传动连接，所述第一排气凸轮轴总成(51)转动设置在所述发动机体上。4. The V-type engine according to claim 2, characterized in that the first exhaust assembly (5) includes a second drive sprocket and a first exhaust camshaft assembly (51), the second drive sprocket is connected to the first rotating shaft (21) via a second chain (33), the second drive sprocket is connected to the first exhaust camshaft assembly (51), and the first exhaust camshaft assembly (51) is rotatably mounted on the engine body. 5.根据权利要求4所述的V型发动机，其特征在于，所述第一排气组件(5)还包括第二相位调节器(52)，所述第二传动链轮设置在所述第二相位调节器(52)上，所述第二相位调节器(52)设置在所述第一排气凸轮轴总成(51)上。5. The V-type engine according to claim 4, characterized in that the first exhaust assembly (5) further includes a second phase adjuster (52), the second transmission sprocket is disposed on the second phase adjuster (52), and the second phase adjuster (52) is disposed on the first exhaust camshaft assembly (51). 6.根据权利要求1所述的V型发动机，其特征在于，所述第二链条传动组件(7)包括第三链条(73)、第二惰轮(72)和第二转轴(71)，所述第三链条(73)传动套设在所述曲轴(1)与所述第二惰轮(72)上，所述第二惰轮(72)止转设置在所述第二转轴(71)上，所述第二转轴(71)转动设置在所述发动机体上，所述第二排气组件(8)与所述第二进气组件(9)均与所述第二转轴(71)传动连接。6. The V-type engine according to claim 1, characterized in that the second chain drive assembly (7) includes a third chain (73), a second idler wheel (72), and a second rotating shaft (71), the third chain (73) is driven and sleeved on the crankshaft (1) and the second idler wheel (72), the second idler wheel (72) is anti-rotating and disposed on the second rotating shaft (71), the second rotating shaft (71) is rotatably disposed on the engine body, and the second exhaust assembly (8) and the second intake assembly (9) are both driven and connected to the second rotating shaft (71). 7.根据权利要求6所述的V型发动机，其特征在于，所述第二排气组件(8)包括第三传动链轮、第二排气凸轮轴总成(82)和第三相位调节器(81)，所述第三传动链轮通过第四链条(83)与所述第二转轴(71)传动连接，所述第三传动链轮设置在所述第三相位调节器(81)上，所述第三相位调节器(81)设置在所述第二排气凸轮轴总成(82)上，所述第二排气凸轮轴总成(82)转动设置在所述发动机体上。7. The V-type engine according to claim 6, characterized in that the second exhaust assembly (8) includes a third drive sprocket, a second exhaust camshaft assembly (82) and a third phase adjuster (81), the third drive sprocket being connected to the second rotating shaft (71) via a fourth chain (83), the third drive sprocket being disposed on the third phase adjuster (81), the third phase adjuster (81) being disposed on the second exhaust camshaft assembly (82), and the second exhaust camshaft assembly (82) being rotatably disposed on the engine block. 8.根据权利要求6所述的V型发动机，其特征在于，所述第二进气组件(9)包括第四传动链轮和第二进气凸轮轴总成(91)，所述第四传动链轮通过第四链条(83)与所述第二转轴(71)传动连接，所述第四传动链轮与所述第二进气凸轮轴总成(91)传动连接，所述第二进气凸轮轴总成(91)转动设置在所述发动机体上。8. The V-type engine according to claim 6, characterized in that the second intake assembly (9) includes a fourth drive sprocket and a second intake camshaft assembly (91), the fourth drive sprocket being drivenly connected to the second rotating shaft (71) via a fourth chain (83), the fourth drive sprocket being drivenly connected to the second intake camshaft assembly (91), and the second intake camshaft assembly (91) being rotatably mounted on the engine body. 9.根据权利要求1所述的V型发动机，其特征在于，还包括扭矩减震器(11)，所述扭矩减震器(11)固定设置在所述曲轴(1)的一端上。9. The V-type engine according to claim 1, characterized in that it further includes a torque damper (11), the torque damper (11) being fixedly disposed on one end of the crankshaft (1). 10.用于对如权利要求1-9任一项所述的V型发动机进行控制的控制方法，其特征在于，包括如下步骤：10. A control method for controlling a V-type engine as described in any one of claims 1-9, characterized in that it comprises the following steps: 城市第一运行工况：第二活塞组件(6)不工作，第一伸缩连杆(41)伸长至第一设定长度，从而获得第一压缩比，第一进气组件(3)的第一进气凸轮轴总成(32)的进气型线包角由第一包角缩小为第二包角，使得做功冲程大于压缩冲程；The first operating condition in the city: the second piston assembly (6) is not working, the first telescopic link (41) extends to the first set length, thereby obtaining the first compression ratio, and the intake profile wrap angle of the first intake camshaft assembly (32) of the first intake assembly (3) is reduced from the first wrap angle to the second wrap angle, so that the power stroke is greater than the compression stroke; 城市第二运行工况：第一活塞组件(4)不工作，第二伸缩连杆(61)缩短至第二设定长度，从而获得第二压缩比，所述第二压缩比小于所述第一压缩比，第二进气组件(9)的第二进气凸轮轴总成(91)的进气型线包角由第一包角缩小为第三包角，所述第三包角大于所述第二包角，使得进气量增加提升发动机的动力性；Second operating condition in the city: The first piston assembly (4) is not working, the second telescopic connecting rod (61) is shortened to the second set length, thereby obtaining the second compression ratio, which is less than the first compression ratio. The intake profile wrap angle of the second intake camshaft assembly (91) of the second intake assembly (9) is reduced from the first wrap angle to the third wrap angle, which is greater than the second wrap angle, so that the intake volume increases and the engine power is improved. 高速公路工况：所述第一活塞组件(4)和所述第二活塞组件(6)均工作，所述第一伸缩连杆(41)和所述第二伸缩连杆(61)均缩短至所述第二设定长度，所述第一进气凸轮轴总成(32)和所述第二进气凸轮轴总成(91)的进气型线包角均由所述第一包角缩小为所述第三包角。Highway operating condition: Both the first piston assembly (4) and the second piston assembly (6) are working, both the first telescopic link (41) and the second telescopic link (61) are shortened to the second set length, and the intake profile wrap angles of the first intake camshaft assembly (32) and the second intake camshaft assembly (91) are reduced from the first wrap angle to the third wrap angle.
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