WO2020135672A1 - Moteur et automobile le comprenant - Google Patents

Moteur et automobile le comprenant Download PDF

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Publication number
WO2020135672A1
WO2020135672A1 PCT/CN2019/129013 CN2019129013W WO2020135672A1 WO 2020135672 A1 WO2020135672 A1 WO 2020135672A1 CN 2019129013 W CN2019129013 W CN 2019129013W WO 2020135672 A1 WO2020135672 A1 WO 2020135672A1
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WO
WIPO (PCT)
Prior art keywords
piston
connecting rod
compression ratio
engine
center
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/129013
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English (en)
Chinese (zh)
Inventor
尹吉
刘涛
刘俊杰
李树会
张树旻
渠娜
杨乐
刘君宇
苏旭朝
刘杰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2020135672A1 publication Critical patent/WO2020135672A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
    • 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
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke

Definitions

  • the present disclosure relates to the field of automobiles, and in particular, to an engine and an automobile having the same.
  • the compression ratio of the engine refers to the ratio of the cylinder volume when the piston moves to bottom dead center and the combustion chamber volume when the piston moves to top dead center.
  • Most existing engines are fixed compression ratio engines with low fuel combustion efficiency, poor economy, and high emissions.
  • variable compression ratio technology the engine began to increase the compression ratio adjustment mechanism, by changing the position of the top dead center of the piston to change the volume of the combustion chamber, thereby changing the compression ratio.
  • the present disclosure aims to propose an engine to improve the NVH performance of the engine.
  • An engine includes a piston, which can move in a cylinder of the engine; a crankshaft, a main journal of the crankshaft is rotatably provided on the cylinder of the engine, and the connecting rod neck of the crankshaft is connected to the engine
  • the central axis of the main journal is staggered; the adjusting element is sleeved on the connecting rod neck; the connecting rod is connected between the piston and the adjusting element; the compression ratio adjusting mechanism,
  • the compression ratio adjustment mechanism is used to adjust the position of the piston in the cylinder.
  • the compression ratio adjustment mechanism includes: an eccentric shaft and a control rod, the control rod is connected between the adjustment element and the eccentric shaft In addition, the control rod is eccentrically connected to the eccentric shaft, so that when the eccentric shaft rotates, the adjustment element can rotate around the link rod sleeve.
  • the eccentric shaft includes: a drive shaft and an eccentric wheel, the drive shaft is rotatably provided on the cylinder, the eccentric wheel is sleeved on the drive shaft, the first end of the control rod is The adjusting element is articulated, and the second end of the control rod is articulated with the drive shaft through the eccentric.
  • the distance between the center axis of the drive shaft and the center axis of the main journal is L5
  • the distance between the center of the eccentric wheel and the center axis of the drive shaft is R2
  • the first of the control lever The distance from the center of the end hinge to the center of the eccentric is L4, and L5, R2, and L4 satisfy the relationship: L5-R2 ⁇ L4 ⁇ L5+R2.
  • the distance between the center of the eccentric wheel and the center axis of the main journal is L46
  • the difference between the distance between L46 and L4 is L
  • L satisfies the relationship: L ⁇ 5mm.
  • the distance between the center of the eccentric wheel and the center axis of the main journal is L46, and the difference between the distance between L46 and L4 is L, and L satisfies the relationship: L ⁇ 1 mm.
  • the engine when the compression ratio adjustment mechanism moves the piston joint to the first limit position, the engine has a minimum compression ratio; when the compression ratio adjustment mechanism adjusts the piston to the second At the extreme position, the engine has the maximum compression ratio.
  • the length of L46 when the piston is in the first limit position is less than the length of L46 when the piston is in the second limit position.
  • the compression ratio adjusting mechanism further includes: a driving device, which is connected to the driving shaft and used to drive the driving shaft to rotate.
  • the first end of the connecting rod is hinged with the piston through a piston pin
  • the second end of the connecting rod is hinged with the adjusting element through a connecting pin
  • control rod is hinged with the adjustment element through a control rod pin, and the link pin and the control rod pin are disposed on both sides of the link neck.
  • a link pin or a bush is provided between the adjusting element and the link neck.
  • the crankshaft is disposed between the piston and the drive shaft.
  • the number of parts of the compression ratio adjustment mechanism is small, so that the purpose of changing the compression ratio can be achieved, thereby helping to reduce the assembly process of the engine, and the small number of parts is beneficial to improving the compression ratio adjustment mechanism.
  • Work reliability By changing the position of the drive shaft on the cylinder, the size of L5 can be changed.
  • the size of R2 and L4 can be changed, so that the movement path of the first end of the control rod is close The center of rotation of the crankshaft, thereby reducing the vibration generated by the control rod during the swing process, thereby reducing the vibration and noise of the entire engine, and optimizing the NVH performance of the entire engine.
  • Another object of the present disclosure is to propose an automobile including the above-mentioned engine.
  • Figure 1 is an assembly diagram of the piston, connecting rod, adjustment element, crankshaft, and compression ratio adjustment mechanism
  • Figure 2 is a schematic diagram of the mechanical principle of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism
  • Figure 3 is a schematic diagram of the dimensions of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism
  • Figure 4 is a schematic diagram of the force of the piston
  • FIG. 5 is a schematic diagram of the force of the piston, connecting rod, adjusting element, crankshaft, and compression ratio adjusting mechanism.
  • Piston 1 connecting rod 2, adjusting element 3, crankshaft 4, main journal 41, connecting rod journal 42, crank 43, compression ratio adjustment mechanism 7, control rod 5, eccentric shaft 6, drive shaft 61, eccentric 62, cylinder 8 , Piston pin A, connecting rod pin B, connecting rod neck pin C, control rod pin D.
  • an engine includes: a piston 1, a connecting rod 2, an adjustment element 3, a crankshaft 4, and a compression ratio adjustment mechanism 7.
  • the piston 1 can move in the cylinder 8 of the engine. With reference to FIGS. 1 and 4, the piston 1 can move in the vertical direction of FIG. 1 in the cylinder bore of the cylinder 8.
  • the main shaft journal 41 of the crankshaft 4 is rotatably provided on the engine block, and the connecting rod journal 42 of the crankshaft 4 is offset from the central axis of the main journal 41. There may be a plurality of connecting rod necks 42 of the crankshaft 4.
  • the adjusting element 3 is sleeved on one of the connecting rod necks 42.
  • the adjusting element 3 is provided with a crankshaft hole.
  • the connecting rod neck 42 is located in the crankshaft hole.
  • the adjusting element 3 and the connecting rod neck 42 can rotate with each other.
  • a connecting rod neck pin C or a bush may be provided between the adjusting element 3 and the connecting rod neck 42 to reduce the wear of the adjusting element 3 and the connecting rod neck 42 and extend the service life of the engine parts.
  • the connecting rod 2 is connected between the piston 1 and the adjusting element 3, that is, the first end of the connecting rod 2 is connected to the piston 1, and the second end of the connecting rod 2 is connected to the adjusting element 3.
  • the first end of the connecting rod 2 is hinged to the piston 1
  • the second end of the connecting rod 2 is hinged to the adjusting element 3, thereby allowing the connecting rod 2 and the piston 1 to rotate relative to each other, and the connecting rod 2 and the adjusting rod
  • the elements 3 can rotate with each other. In this way, when the adjusting element 3 rotates around the connecting rod neck 42 around it, the connecting rod 2 can be driven to move, thereby driving the piston 1 to move up and down.
  • the compression ratio adjustment mechanism 7 is used to adjust the position of the piston 1 in the cylinder 8 so that the position of the piston 1 relative to the cylinder 8 at top dead center or bottom dead center is changed, and then the compression ratio is changed.
  • the compression ratio adjustment mechanism 7 may include: an eccentric shaft 6 and a control rod 5, the control rod 5 is connected between the adjustment element 3 and the eccentric shaft 6, and the first end of the control rod 5 is connected to the adjustment element 3, And the second end of the control rod 5 is eccentrically connected to the eccentric shaft 6, so that when the eccentric shaft 6 rotates, the power of the eccentric shaft 6 can be transmitted to the adjusting element 3 via the control rod 5, so that the adjusting element 3 is connected around the sleeve The neck 42 rotates.
  • the compression ratio adjustment mechanism 7 can play the role of changing the engine compression ratio. By changing the compression ratio, it can meet the load requirements of different engines, so that the engine always works in the best working area, which not only improves the power and reduces the fuel consumption, but also reduces the emissions, which solves the power and economy, and emissions. The contradiction of sex makes the engine always work in the best fuel consumption area.
  • first end of the part refers to the upper end in FIG. 1
  • second end refers to the lower end in FIG. 1
  • Words indicating orientation, such as “second end”, “upper”, “lower”, etc., are for convenience of description only, and should not be regarded as limitations to the present disclosure.
  • the eccentric shaft 6 may include: a driving shaft 61 and an eccentric wheel 62, the driving shaft 61 is rotatably disposed on the cylinder, the eccentric wheel 62 is sleeved on the driving shaft 61, and the eccentric wheel 62 and the driving shaft 61 is relatively fixed.
  • the first end of the control lever 5 is hinged with the adjusting element 3, and the second end of the control lever 5 is hinged with the drive shaft 61 through the eccentric 62, thereby allowing the control lever 5 and the adjusting element 3 to rotate with each other, the control lever 5 and the drive shaft 61 can rotate with each other.
  • the distance between the central axis 61a of the drive shaft 61 and the central axis 4a of the main journal 41 is L5
  • the distance between the center 62a of the eccentric 62 and the central axis 61a of the drive shaft 61 is R2
  • the distance from the hinge center of the first end of the control rod 5 to the center 62a of the eccentric 62 is L4.
  • L5, R2, and L4 satisfy the relationship: L5-R2 ⁇ L4 ⁇ L5+R2.
  • the control rod 5 transmits an additional fourth-order vibration to the crankshaft 4 during the swinging process.
  • the movement locus of the first end of the control rod 5 is Dc
  • the distance between Dc and the central axis 4a of the main journal 41 is L.
  • L5-R2 ⁇ L4 ⁇ L5+R2 the trajectory of the first end of the control rod 5 can be ensured to be close to the central axis 4a of the main journal 41, that is, L can be ensured to be small, thereby helping to reduce the swing of the control rod 5 Fourth-order vibration generated during the process.
  • the number of parts of the compression ratio adjustment mechanism 7 is small, so that the purpose of changing the engine compression ratio can be achieved, thereby helping to reduce the assembly process of the engine, and the small number of parts is beneficial to improve the compression Than the working reliability of the adjusting mechanism 7.
  • the compression ratio adjusting mechanism 7 may further include: a driving device connected to the driving shaft 61, and the driving device is used to drive the driving shaft 61 to rotate. Specifically, the driving device provides a driving torque to the driving shaft 61 to rotate the driving shaft 61.
  • L The distance between the center 62a of the eccentric 62 and the central axis 4a of the main journal 41 is L46, and the absolute value of the difference between the distances of L46 and L4 is L.
  • L5-R2 ⁇ L4 ⁇ L5+R2 L satisfies the relationship Formula: L ⁇ 5mm.
  • L satisfies the relationship: L ⁇ 1 mm.
  • the size of L5 can be changed.
  • the sizes of R2 and L4 can be changed so that L5, R2 and L4 satisfy the relationship: L5-R2 ⁇ L4 ⁇ L5+R2, thus ensuring L ⁇ 5mm, even L ⁇ 1mm.
  • the distance L between the rotation center 4a of the crankshaft 4 and the movement trajectory Dc of the first end of the control rod 5 can be made smaller, that is, L ⁇ 5mm, even satisfying L ⁇ 1mm, so as to reduce the fourth-order vibration generated by the control rod 5 during the swing process, thereby reducing the vibration and noise of the entire engine, and optimizing the NVH performance of the entire engine.
  • the compression ratio adjustment mechanism 7 In the low compression ratio region, the compression ratio adjustment mechanism 7 is subjected to greater force, faster movement speed, and greater mechanism vibration than the high compression ratio region. Therefore, the value in the low compression ratio region L should be smaller than the value in the large compression ratio region L. In the entire compression ratio change range, L has a position of 0, and the compression ratio corresponding to this position is the same as the compression ratio corresponding to the maximum force of the compression ratio adjustment mechanism 7.
  • the engine when the compression ratio adjustment mechanism 7 adjusts the piston 1 to the first limit position, the engine has a minimum compression ratio; when the compression ratio adjustment mechanism 7 adjusts the piston 1 to the second limit position, the engine has the maximum compression ratio.
  • the length of L46 when the piston 1 is in the first limit position is smaller than the length of L46 when the piston 1 is in the second limit position.
  • the length of L46 when the drive shaft 61 adjusts the piston 1 to the minimum compression ratio is smaller than the length of L46 when the drive shaft 61 adjusts the piston 1 to the maximum compression ratio.
  • the first end of the connecting rod 2 is hinged to the piston 1 via the piston pin A, and the second end of the connecting rod 2 is hinged to the adjusting element 3 via the connecting pin B.
  • the first end of the control rod 5 is hinged with the adjustment element 3 through the control rod pin D, and the link pin B and the control rod pin D are disposed on both sides of the link neck 42 around which the adjustment element 3 is sleeved.
  • the adjusting element 3 is provided with a connecting rod pin hole and a lever pin hole, the connecting rod pin hole and the lever pin hole are provided on both sides of the crankshaft hole of the adjusting element 3, preferably, the connecting rod pin hole and the control lever pin
  • the center line of the hole passes through the center of the crankshaft hole.
  • the crankshaft 4 is disposed between the piston 1 and the eccentric shaft 6, in other words, the crankshaft 4 is disposed between the piston 1 and the drive shaft 61, thereby bringing the crankshaft 4 closer to the piston 1, so that when the fuel is burned, the kinetic energy of the piston 1 can be quickly Transferred to the crankshaft 4, reducing kinetic energy loss.
  • the distance between the central axis 4a of the main journal 41 and the trajectory of the piston 1 is e, and the connecting rod neck 42 and the central axis of the main journal 41 sleeved by the adjusting element 3
  • the distance is R1
  • the angle between the center line of the connecting rod neck 42 and the main journal 41 and the movement trajectory of the piston 1 is CA
  • the first end of the connecting rod 2 is connected to the center and the second end of the connecting rod 2 is connected
  • the distance between the centers is L1
  • the distance between the center of the second end of the connecting rod 2 and the center of the connecting rod neck 42 is L2.
  • connection between the connection center of the first end of the connecting rod 2 and the connection center of the second end of the connection rod 2 and the connection between the second connection center of the connection rod 2 and the connection center of the first end of the control rod 5 The angle between is ⁇ , when -40° ⁇ CA ⁇ 120°, L1, L2, R1, e, ⁇ , CA satisfy the relationship:
  • the distance between the center of the piston pin A and the connecting rod pin B is L1
  • the distance between the center of the connecting rod pin B and the connecting rod neck pin C is L2
  • the center of the piston pin A and the connecting rod pin B The angle between the connection line of the center and the connection line between the center of the connecting rod pin B and the center of the control pin D is ⁇ , that is, the angle between the connecting rod 2 and the adjustment element 3 is ⁇
  • the adjustment element 3 sets
  • the connecting rod neck 42 and the main journal 41 are connected by a crank 43, and the length of the crank 43 is R1.
  • the distance between the link neck pin C and the lever pin D is L3, and L3 and L2 may be equal or different.
  • the angle between the connecting rod 2 and the movement trajectory of the piston 1 is A1, that is, the line between the hinge center of the first end of the connecting rod 2 and the hinge center of the second end of the connecting rod 2 and the movement of the piston 1
  • the angle between the tracks is A1.
  • the downward cylinder burst pressure received by the piston 1 is F.
  • Fx has a positive correlation with A1. The larger A1, the larger Fx. Excessive Fx will cause excessive wear of the cylinder bores of piston 1 and cylinder 8.
  • the values of L1, L2, and R1 can be changed.
  • the values of e, ⁇ , and CA can be changed, so that L1, L2, R1, e, ⁇ , CA satisfy the relationship: Ensure that 0° ⁇ A1 ⁇ 8°.
  • the angle A1 between the connecting rod 2 and the movement path of the piston 1 is always small, which can reduce the piston 1 to the cylinder hole of the cylinder 8.
  • the lateral force improves the wear between the piston 1 and the cylinder bore.
  • the above two points can make the force Fx of the piston 1 to the cylinder hole of the cylinder 1 less than the limit that the piston 1 and the cylinder hole can bear in the general engine, reduce the lateral force of the piston 1 to the cylinder hole, thereby improving the relationship between the piston 1 and the cylinder hole Wear condition.
  • the adjusting element 3 receives a force Fa from the connecting rod 2, the adjusting element 3 distributes the force Fa to the crankshaft 4 and the control rod 5, and the adjusting element 3 applies a force Fb to the crankshaft 4, and Fb pushes the crankshaft 4 to rotate and pass
  • the crankshaft 4 is converted into an outward power output, the force applied by the adjusting element 3 to the control rod 5 is Fc, and the control rod 5 transmits this force Fc to the eccentric shaft 6 and hinders the rotation of the eccentric shaft 6.
  • the driving force Fb obtained by the crankshaft 4 is sufficiently large, and the engine needs a sufficiently large Fb to ensure that it can output sufficient power. And it is hoped that the resistance Fc obtained by the eccentric shaft 6 is sufficiently small. If Fc is too large, excessive wear will occur between the control rod 5 and the eccentric shaft 6. At the same time, the driving torque of the eccentric shaft 6 has a positive correlation with Fc. As Fc becomes larger, the driving torque of the eccentric shaft 6 will also become larger, which will lead to an increase in the volume and mass of the driving device of the eccentric shaft 6 and an increase in energy consumption.
  • the distance between the connecting rod neck 42 and the connecting rod 2 is L6, and the distance between the connecting rod neck 42 and the control rod 5 is L7, that is, the line connecting the connecting rod neck pin C to the center of the piston pin A and the connecting rod pin B
  • the distance is L6, and the distance between the link pin C to the center of the lever pin D and the center of the drive shaft 61 is L7.
  • the angle between the center line of the main journal 41 and the connecting rod journal 42 and the movement trajectory of the piston 1 is CA.
  • the angle CA when the angle CA is in the range of -40° to 120°, the gas in the cylinder is compressed and combusted, the pressure of the gas is high, and the cylinder burst pressure F received by the piston 1 is large.
  • the force Fa of the connecting rod 2 to the adjusting element 3 is relatively large, and the range of L6/L7 should be ensured to be 0.7 to 1, in order to ensure that Fb is greater than Fc.
  • the above conditions can make the force Fc of the adjusting element 3 to the control rod 5 smaller, reduce the wear of the control rod 5 and the eccentric shaft 6, and the less energy is required to drive the eccentric shaft 6.
  • the force Fb received by the crankshaft 4 is large, which does not affect the dynamic performance of the engine.
  • the adjusting element 3 transmits most of the force provided by the connecting rod 2 to the crankshaft 4 and reduces the force of the eccentric shaft 6.
  • Fb is positively correlated with L6/L7 and Fa
  • Fc is positively correlated with L6/L7 and Fa.
  • Fb and Fa are Fb ⁇ (1+L6/L7)*Fa
  • Fc and Fa are Fc ⁇ L6/L7*Fa.
  • the size of L6 can be changed, by changing the swing angle of the control rod 5, the size of L7 can be changed, or by changing the relative rotation angle of the adjusting element 3 and the set link neck 42 or Changing the size of the adjusting element 3 can change the size of L6 and L7, thereby changing the size of Fb and Fc, and thus improving the force of the compression ratio adjusting mechanism 7.
  • the force of the compression ratio adjustment mechanism 7 is improved, the force transmitted to the eccentric shaft 6 is small, and the control rod 5 and the eccentricity are reduced.
  • the wear of the shaft 6 reduces the friction between the two, reduces the driving force of the eccentric shaft 6, and at the same time makes the force transmitted to the crankshaft 4 large enough without affecting the power performance of the engine.
  • the angle CA when the angle CA is in the range of 30° to 40°, the gas in the cylinder is in the highest pressure state.
  • the force F received by the piston 1 is near the maximum value, and the force Fa of the connecting rod 2 to the adjusting element 3 is near the maximum value.
  • the range of L6/L7 should be additionally controlled to ensure that the range of L6/L7 is 0.7-0.8.
  • the above conditions can make the force Fc of the adjusting element 3 to the control rod 5 small enough to reduce the wear of the control rod 5 and the eccentric shaft 6 to the greatest extent, and thus the less energy is required to drive the eccentric shaft 6.
  • the force Fb received by the crankshaft 4 is sufficiently large so as not to affect the dynamic performance of the engine.
  • the engine of the above embodiment can be applied to automobiles.
  • An automobile according to another embodiment of the present disclosure includes the engine of the above embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne également un moteur et une automobile le comprenant. Le moteur comprend : un piston (1) apte à se déplacer dans un cylindre (8) du moteur; un vilebrequin (4); un élément de réglage (3) emmanché sur un col de vilebrequin (42); une bieille (2) reliant le piston à l'élément de réglage (3); et un mécanisme de réglage de rapport de compression (7) configuré pour ajuster la position du piston (1) et comprenant un arbre d'entraînement (61), une roue excentrique (62), et une bieille de commande (5). La bieille de commande (5) est reliée entre l'élément de réglage (3) et la roue excentrique (62). La distance entre l'axe central de l'arbre d'entraînement (61) et l'axe central (4a) d'un tourillon principal (41) est L5, la distance entre le centre (62a) de la roue excentrique (62) et l'axe central (61a) de l'arbre d'entraînement (61) est R2, et la distance entre le centre de charnière d'une première extrémité de la bieille de commande (5) et le centre (62a) de la roue excentrique (62) est L4, et L5, R2 et L4 satisfont l'équation de relation : L5-R2<L4<L5+R2.
PCT/CN2019/129013 2018-12-29 2019-12-27 Moteur et automobile le comprenant Ceased WO2020135672A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201811639121.5 2018-12-29
CN201811639121.5A CN110671196B (zh) 2018-12-29 2018-12-29 发动机

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WO2020135672A1 true WO2020135672A1 (fr) 2020-07-02

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CN110671198B (zh) * 2018-12-29 2021-07-20 长城汽车股份有限公司 发动机及具有其的车辆

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