CN111520396B - Crank length variable crankshaft for realizing engine continuous variable compression ratio - Google Patents
Crank length variable crankshaft for realizing engine continuous variable compression ratio Download PDFInfo
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- CN111520396B CN111520396B CN202010308910.1A CN202010308910A CN111520396B CN 111520396 B CN111520396 B CN 111520396B CN 202010308910 A CN202010308910 A CN 202010308910A CN 111520396 B CN111520396 B CN 111520396B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
- F16C3/10—Crankshafts assembled of several parts, e.g. by welding by crimping
- F16C3/12—Crankshafts assembled of several parts, e.g. by welding by crimping releasably connected
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/22—Cranks; Eccentrics
- F16C3/28—Adjustable cranks or eccentrics
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
- F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2360/00—Engines or pumps
- F16C2360/22—Internal combustion engines
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Transmission Devices (AREA)
Abstract
The invention discloses a crank length-variable crankshaft for realizing continuous variable compression ratio of an engine, which comprises a front end and an output end, wherein 4 crank throws which are mutually connected through a main journal are arranged between the front end and the output end; the crank comprises two crank-counterweight components which are symmetrically arranged in parallel and a worm wheel shaft between the two crank-counterweight components, the opening directions of the cranks at the two ends of the front end and the output end are positioned at one side of the main journal, and the opening directions of the two cranks in the middle are positioned at the other side of the main journal; the crank-balance weight assembly is formed by connecting a balance weight and a crank, and the worm wheel shaft moves up and down along the crank. The invention realizes the stepless change of the compression ratio of the engine, improves the dynamic property and the economical efficiency of the engine, and reduces the oil consumption and the emission.
Description
Technical Field
The invention relates to the technical field of automobile engines, in particular to a crank length-variable crankshaft for realizing continuous variable compression ratio of an engine.
Background
The compression ratio of the engine indicates the degree of compression of a combustible mixture entering the engine, and is expressed by the ratio of the maximum volume of a cylinder to the volume of a combustion chamber, the larger the compression ratio is, the more sufficient the fuel is combusted, the higher the thermal efficiency of the engine is, but when the compression ratio is too large, the engine knocks.
Compression ratios of most engines on the market are fixed at present, but the fixed compression ratios are difficult to adapt to all engine working conditions, in order to enable the engines to have the most appropriate compression ratio under all working conditions, namely any rotating speed and load, variable compression ratio technology is developed at the same time, a high compression ratio is adopted under the working condition of pursuing economy, and a low compression ratio is adopted under the working condition of pursuing dynamic property. While changing the engine compression ratio, the simplest and most common practice today is to change the timing of the valves and reduce the compression ratio by delaying the intake valve closing, i.e., the miller cycle. Most of the variable compression ratios realized by special mechanical structures actually stay in the theoretical stage, and mass production is difficult. Today, emission and fuel consumption regulations are becoming more stringent, and it is extremely necessary to develop a variable compression ratio technology in order to improve the thermal efficiency of an engine and reduce fuel consumption and emission.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a crank length-variable crankshaft for realizing the continuous variable compression ratio of an engine, wherein the crankshaft is a crankshaft with the stepless variable crank length, and the maximum volume of a cylinder and the volume of a combustion chamber can be changed in the running process of the engine to realize the stepless change of the compression ratio of the engine, so that the optimal compression ratio can be obtained under various different working conditions, and the aim of reducing the oil consumption and the emission of the engine is fulfilled. Meanwhile, in order to realize mass production, the requirements of simple structure, reliable work and low cost must be met.
In order to achieve the aim, the invention designs a crank length variable crankshaft for realizing the continuous variable compression ratio of an engine, which comprises a front end and an output end, wherein 4 crank throws which are mutually connected through a main journal are arranged between the front end and the output end; the crank comprises two crank-counterweight components which are symmetrically arranged in parallel and a worm wheel shaft between the two crank-counterweight components, the opening directions of the cranks at the two ends of the front end and the output end are positioned at one side of the main journal, and the opening directions of the two cranks in the middle are positioned at the other side of the main journal; the crank-balance weight assembly is formed by connecting a balance weight and a crank, and the worm wheel shaft moves up and down along the crank.
The crank comprises a crank shell which is connected with the balance weight in a matched mode, an installation groove for enabling a worm wheel shaft to move up and down is formed in the outer wall of one side of the crank shell, a crank worm wheel limiting groove is formed in the center of the inner top surface of the installation groove, and a crank rack positioning hole and a crank worm positioning hole are formed in the two ends of the crank worm wheel limiting groove respectively; a worm wheel guide groove is formed in the side groove wall of the mounting groove, and a contact groove is formed in the worm wheel guide groove.
Furthermore, a worm wheel limiting groove is formed in the center of the top surface of the balance weight, and a worm positioning hole and a rack positioning hole are formed in two ends of the worm wheel limiting groove respectively; the motor bin has been seted up to balanced heavy medial surface, the motor bin is located worm locating hole below to communicate with the worm locating hole.
Still further, the crank further comprises a worm assembly and a rack assembly, the worm assembly comprises a worm at the upper part and a worm driving motor at the lower part (driving the worm assembly so as to drive a worm gear shaft to move on the rack assembly), one end of the worm is arranged on the crank worm positioning hole, the other end of the worm penetrates through the worm positioning hole, and the worm driving motor at the end part of the worm is arranged in the motor bin;
the rack assembly comprises a rack rod and a rack column arranged on the rack rod, and two ends of the rack rod are arranged in a rack positioning hole and a crank rack positioning hole; a plurality of tooth mouths are formed in one side of the rack column from top to bottom.
Furthermore, a rack positioning key is arranged on the rod wall at the top of the rack rod (the rack component realizes circumferential positioning through the rack positioning key, so that the rotation of the rack component during transmission is avoided); and a positioning key groove strip for mounting a rack positioning key is arranged on the inner wall of the crank rack positioning hole.
Still further, the worm gear shaft comprises a worm gear shaft rod, gears are arranged at two ends of the worm gear shaft rod, and the end part of the worm gear shaft is arranged between the worm and the rack rod so that the gears respectively move in a matching way with the threads and the tooth openings of the worm;
worm wheel guide blocks are arranged at the end parts of the two ends of the worm wheel shaft rod, a contact is arranged in the center of the outer wall of each worm wheel guide block, and the worm wheel guide blocks move up and down in the worm wheel guide grooves; the contact is in contact with the contact groove (the worm driving motor can be normally powered on when the worm wheel shaft moves), and the worm wheel limiting groove is matched with the crank worm wheel limiting groove to limit the worm wheel guide block.
Still further, the connecting support surface at crank shell both ends is provided with the boss of being connected with the balance weight, seted up the aperture in the boss, and the aperture link up to connecting support.
Still further, the recess hole with boss complex is seted up at balanced heavy top surface both ends, the boss inserts the downthehole bolt hole that forms of recess, it is fixed with balanced heavy and crank shell connection through screw and nut cooperation on the bolt hole.
And furthermore, the top surface of the balance weight is also provided with a pin hole, the pin hole is arranged on one side of the worm positioning hole, and the mounting surface of the crank shell is provided with a positioning pin matched with the pin hole.
The principle of the invention is as follows:
1) the crankshaft of the invention adopts a structure that the balance weights are separated from the crank, and each balance weight is connected with the crank shell through two groups of bolts to form a framework of the whole mechanism. Processing has the boss and the recess cooperation on balancing weight on the bolt hole of crank housing, sets up a locating pin simultaneously on the lower plane of crank housing to realize balancing weight and the location between the crank housing. The positioning holes for fixing the rack and the worm are further formed in the balance weight and the crank shell, the rack is circumferentially positioned through a single key, and self rotation is avoided during transmission.
2) The worm wheel shaft, the worm assembly and the rack assembly are in meshing transmission, the motor is a driving power source, and a groove for placing the worm driving motor is formed in the balance weight. The limit position of the movement of the worm gear is limited by the limit groove arranged on the balance weight and the crank shell. Still be provided with worm wheel guide way and contact groove on the crank shell, the guide way guide worm wheel is along bent axle radial motion, and the contact on contact groove and the worm wheel passes through the electric current, guarantees that the worm wheel motor also can normally be switched on when the motion.
3) When the small motor embedded in the balance weight is electrified to drive the worm, the worm wheel moves up and down along the rack under the drive of the worm, and the worm wheel shaft 5 moves along the radial direction of the crankshaft, so that the length of the crankshaft is steplessly changed. The transmission is irreversible due to the existence of the worm gear, namely, the length of the crank can be ensured to be fixed and not to change any more after the motor stops running.
4) The worm driving motors are connected into the circuit in a series connection mode, and all the motors stop working after any motor fails, so that the mechanism disclosed by the invention is prevented from generating motion interference.
The invention has the beneficial effects that:
the crank is divided into an upper section and a lower section by the crank with the variable crank length, the upper section and the lower section are connected by the bolts, the crank in the upper half section is hollowed, a worm gear and rack combined transmission mechanism is arranged in the crank, and a driving part worm is driven by a small motor to drive a worm gear to move up and down along a rack, so that the distance from a worm gear shaft to a main journal, namely the crank length, is changed, the stepless change of the compression ratio of an engine is realized, the dynamic property and the economical efficiency of the engine are improved, and. The whole device has simple structure, low cost and high working reliability, and can prevent the whole mechanism from moving under the action of the connecting rod force due to the self-locking characteristic of the reverse transmission of the worm and gear. The realization mode of the stepless variable compression ratio only changes the crank, avoids changing other parts of the engine and reduces the design cost.
Drawings
FIG. 1 is an isometric view of the crankshaft assembly;
FIG. 2 is a schematic view of the crankshaft single crank and counterweight in assembled condition;
FIG. 3 is an isometric view of a counterweight;
FIG. 4 is a schematic view of the crank;
FIG. 5 is an isometric view of a crank housing;
FIG. 6 is an isometric view of a worm gear shaft;
FIG. 7 is an isometric view of the crankshaft main drive component assembly;
FIG. 8 is a state of the crankshaft when the engine is at a maximum compression ratio;
FIG. 9 is a state of the crankshaft when the engine is at a minimum compression ratio;
FIG. 10 is a wiring diagram of the worm drive motor;
in the figure, the front end 1, the output end 2, the main journal 3, the crank-balance weight assembly 4, the worm wheel shaft 5, the worm wheel shaft rod 5.1, the gear 5.2, the worm wheel guide block 5.3, the contact 5.4, the balance weight 6, the worm wheel limit groove 6.1, the worm positioning hole 6.2, the rack positioning hole 6.3, the motor bin 6.4, the groove hole 6.5, the pin hole 6.6, the crank 7, the crank housing 8, the mounting groove 8.1, the crank worm wheel limit groove 8.2, the crank rack positioning hole 8.3, the positioning spline 8.41, the crank worm positioning hole 8.4, the worm wheel guide groove 8.5, the contact groove 8.6, the connecting support 8.7, the boss 8.8, the small hole 8.81, the positioning pin 8.9, the worm assembly 9, the worm 9.1, the thread 9.11, the worm driving motor 9.2, the rack assembly 10, the rack bar 10.1, the rack positioning key 10.11, the rack post 10.2, the tooth mouth 10.21, the nut 12, and the screw 13.
Detailed Description
The present invention is described in further detail below with reference to specific examples so as to be understood by those skilled in the art.
The crank length variable crankshaft for realizing the continuous variable compression ratio of the engine as shown in fig. 1-6 comprises a front end 1 and an output end 2, wherein 4 crank throws connected with each other through a main journal 3 are arranged between the front end 1 and the output end 2; the crank throw comprises two crank-balance weight assemblies 4 which are symmetrically arranged in parallel and a worm wheel shaft 5 between the two crank-balance weight assemblies 4, the opening directions of the crank throws at the two ends of the front end 1 and the output end 2 are positioned at one side of the main journal 3, and the opening directions of the two crank throws in the middle are positioned at the other side of the main journal 3; the crank-counterweight assembly 4 is formed by connecting a counterweight 6 and a crank 7;
the crank 7 comprises a crank shell 8 which is connected with the balance weight 6 in a matching way, the outer wall of one side of the crank shell 8 is provided with a mounting groove 8.1 for the worm wheel shaft 5 to move up and down, the center of the inner top surface of the mounting groove 8.1 is provided with a crank worm wheel limiting groove 8.2, and the two ends of the crank worm wheel limiting groove 8.2 are respectively provided with a crank rack positioning hole 8.3 and a crank worm positioning hole 8.4; a worm wheel guide groove 8.5 is formed in the side groove wall of the mounting groove 8.1, and a contact groove 8.6 is formed in the worm wheel guide groove 8.5;
bosses 8.8 connected with the balance weight 6 are arranged on the surfaces of connecting supports 8.7 at the two ends of the crank shell 8, small holes 8.81 are formed in the bosses 8.8, and the small holes 8.81 are communicated with the connecting supports 8.7; two ends of the top surface of the balance weight 6 are provided with groove holes 6.5 matched with the bosses 8.8, the bosses 8.8 are inserted into the groove holes 6.5 to form bolt holes, and the bolt holes are matched with the bolts 11 and the nuts 12 to connect and fix the balance weight 6 and the crank shell 8;
the crank 7 further comprises a worm assembly 9 and a rack assembly 10, the worm assembly 9 comprises an upper worm 9.1 and a lower worm driving motor 9.2 (driving the worm assembly, so as to drive the worm gear shaft 5 to move on the rack assembly), one end of the worm 9.1 is arranged on the crank worm positioning hole 8.4, the other end of the worm 9.1 penetrates through the worm positioning hole 6.2, and the worm driving motor 9.2 at the end part of the worm 9.1 is arranged in the motor bin 6.4;
a worm wheel limiting groove 6.1 is formed in the center of the top face of the balance weight 6, and a worm positioning hole 6.2 and a rack positioning hole 6.3 are formed in two ends of the worm wheel limiting groove 6.1 respectively; the inner side surface of the balance weight 6 is provided with a motor bin 6.4, and the motor bin 6.4 is positioned below the worm positioning hole 6.2 and communicated with the worm positioning hole 6.2; two ends of the top surface of the balance weight 6 are provided with groove holes 6.5 matched with the bosses 8.8, the bosses 8.8 are inserted into the groove holes 6.5 to form bolt holes, and the bolt holes are matched with the bolts 11 and the nuts 12 to connect and fix the balance weight 6 and the crank shell 8; the top surface of the balance weight 6 is also provided with a pin hole 6.6, the pin hole 6.6 is arranged at one side of the worm positioning hole 6.2, and the mounting surface of the crank shell 8 is provided with a positioning pin 8.9 matched with the pin hole 6.6; the top surface of the balance weight 6 is also provided with a pin hole 6.6, the pin hole 6.6 is arranged on one side of the worm positioning hole 6.2, and a positioning pin 8.9 matched with the pin hole 6.6 is arranged on the mounting surface of the crank shell 8.
The rack assembly 10 comprises a rack rod 10.1 and a rack column 10.2 arranged on the rack rod 10.1, and two ends of the rack rod 10.1 are arranged in a rack positioning hole 6.3 and a crank rack positioning hole 8.3; one side of the rack column 10.2 is provided with a plurality of tooth mouths 10.21 from top to bottom; a rack positioning key 10.11 is arranged on the rod wall at the top of the rack rod 10.1 (the rack component 10 realizes circumferential positioning through the rack positioning key 10.11, so that the rotation of the rack component during transmission is avoided); and a positioning key groove strip 8.31 for mounting a rack positioning key 10.11 is arranged on the inner wall of the crank rack positioning hole 8.3.
The worm-gear shaft 5 comprises a worm-gear shaft rod 5.1, gears 5.2 are arranged at two ends of the worm-gear shaft rod 5.1, and the end part of the worm-gear shaft 5 is arranged between the worm 9.1 and the rack rod 10.1, so that the gears 5.2 are respectively matched with the thread 9.11 and the tooth mouth 10.21 of the worm 9.1 to move; worm wheel guide blocks 5.3 are arranged at the end parts of two ends of a worm wheel shaft lever 5.1, a contact 5.4 is arranged in the center of the outer wall of the worm wheel guide block 5.3, and the worm wheel guide block 5.3 moves up and down in a worm wheel guide groove 8.5; the contact 5.4 contacts with the contact groove 8.6 (ensuring that the motor can be normally powered on when the worm wheel shaft 5 moves), and the worm wheel limiting groove 6.1 is matched with the crank worm wheel limiting groove 8.2 to limit the worm wheel guide block 5.3.
As shown in fig. 7, the worm driving motor 9.2 is energized to drive the worm assembly 9 to rotate, and further drive the worm gear shaft 5 to move up and down along the rack post 10.2, so as to change the distance from the worm gear shaft 5 to the main journal 3, i.e. the length of the crank, and realize the stepless change of the compression ratio of the engine. When the worm assembly 9 rotates counterclockwise as viewed from top to bottom in fig. 1, the worm wheel shaft 5 is driven to move downward along the rack post 10.2, and the engine compression ratio is decreased, whereas when the worm assembly 9 rotates clockwise, the worm wheel shaft 5 is driven to move upward along the rack post 10.2, and the engine compression ratio is increased. Due to the self-locking characteristic of reverse transmission of the worm component 9 of the worm wheel shaft 5, the whole mechanism can be prevented from moving under the action of the connecting rod force.
As shown in FIGS. 8 to 9: the positions of the worm wheel shaft 5 in the mechanism are respectively indicated when the engine is in the maximum compression ratio state and the minimum compression ratio state, namely when the worm wheel shaft 5 is limited by the crank worm wheel limiting groove 8.2, the engine is in the maximum compression ratio state, and when the worm wheel shaft 5 is limited by the worm wheel limiting groove 6.1, the engine is in the minimum compression ratio state.
As shown in fig. 10: the route of the current in the crankshaft is indicated, the worm assembly 9 drives the worm driving motor 9.2 to be connected into the circuit in a series connection mode, and all the motors stop working after any one motor fails so as to avoid the movement interference of the mechanism disclosed by the invention.
Other parts not described in detail are prior art. Although the present invention has been described in detail with reference to the above embodiments, it is only a part of the embodiments of the present invention, not all of the embodiments, and other embodiments can be obtained without inventive step according to the embodiments, and the embodiments are within the scope of the present invention.
Claims (8)
1. A crankshaft of variable crank length for implementing a continuously variable compression ratio of an engine, comprising a front end (1) and an output end (2), characterized in that: 4 crank throws which are mutually connected through a main journal (3) are arranged between the front end (1) and the output end (2); the crank comprises two crank-counterweight components (4) which are symmetrically arranged in parallel and a worm wheel shaft (5) between the two crank-counterweight components (4), the opening directions of the cranks at the two ends of the front end (1) and the output end (2) are positioned at one side of the main journal (3), and the opening directions of the two cranks in the middle are positioned at the other side of the main journal (3); the crank-counterweight assembly (4) is formed by connecting a counterweight (6) and a crank (7), and the worm wheel shaft (5) moves up and down along the crank (7);
the crank (7) comprises a crank shell (8) which is connected with the balance weight (6) in a matched mode, a mounting groove (8.1) for the worm wheel shaft (5) to move up and down is formed in the outer wall of one side of the crank shell (8), a crank worm wheel limiting groove (8.2) is formed in the center of the inner top surface of the mounting groove (8.1), and a crank rack positioning hole (8.3) and a crank worm positioning hole (8.4) are formed in two ends of the crank worm wheel limiting groove (8.2) respectively; a worm wheel guide groove (8.5) is formed in the side groove wall of the mounting groove (8.1), and a contact groove (8.6) is formed in the worm wheel guide groove (8.5).
2. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 1, characterized in that: a worm wheel limiting groove (6.1) is formed in the center of the top face of the balance weight (6), and a worm positioning hole (6.2) and a rack positioning hole (6.3) are formed in two ends of the worm wheel limiting groove (6.1) respectively; the motor storehouse (6.4) has been seted up to balanced heavy (6) inboard surface, motor storehouse (6.4) are located worm locating hole (6.2) below to communicate with worm locating hole (6.2).
3. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 2, characterized in that: the crank (7) further comprises a worm assembly (9) and a rack assembly (10), the worm assembly (9) comprises a worm (9.1) at the upper part and a worm driving motor (9.2) at the lower part, one end of the worm (9.1) is arranged on the crank and worm positioning hole (8.4), the other end of the worm (9.1) penetrates through the worm positioning hole (6.2), and the worm driving motor (9.2) at the end part of the worm is arranged in the motor bin (6.4);
the rack assembly (10) comprises a rack rod (10.1) and a rack column (10.2) arranged on the rack rod (10.1), and two ends of the rack rod (10.1) are arranged in a rack positioning hole (6.3) and a crank rack positioning hole (8.3); one side of the rack column (10.2) is provided with a plurality of tooth mouths (10.21) from top to bottom.
4. A variable crank length crankshaft for achieving a continuously variable compression ratio of an engine as defined in claim 3, characterized in that: a rack positioning key (10.11) is arranged on the rod wall at the top of the rack rod (10.1); and a positioning key groove strip (8.31) for mounting a rack positioning key (10.11) is arranged on the inner wall of the crank rack positioning hole (8.3).
5. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 4, characterized in that: the worm wheel shaft (5) comprises a worm wheel shaft rod (5.1), gears (5.2) are arranged at two ends of the worm wheel shaft rod (5.1), and the end part of the worm wheel shaft (5) is arranged between the worm (9.1) and the rack rod (10.1) so that the gears (5.2) respectively move in a matching way with the thread (9.11) and the tooth opening (10.21) of the worm (9.1);
worm wheel guide blocks (5.3) are arranged at the end parts of two ends of the worm wheel shaft lever (5.1), a contact (5.4) is arranged in the center of the outer wall of each worm wheel guide block (5.3), and the worm wheel guide blocks (5.3) move up and down in worm wheel guide grooves (8.5); contact (5.4) and contact groove (8.6) contact, and worm wheel spacing groove (6.1) and crank worm wheel spacing groove (8.2) cooperation carry on spacingly to worm wheel guide block (5.3).
6. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 1, characterized in that: the connecting support (8.7) surface at crank shell (8) both ends is provided with boss (8.8) of being connected with balanced heavy (6), seted up aperture (8.81) in boss (8.8), and aperture (8.81) link up to connecting support (8.7).
7. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 6, characterized in that: balanced heavy (6) top surface both ends seted up with boss (8.8) complex recess hole (6.5), boss (8.8) insert and form the bolt hole in recess hole (6.5), it is fixed with balanced heavy (6) and crank housing (8) connection through screw (11) and nut (12) cooperation on the bolt hole.
8. The variable crank length crankshaft for achieving a continuously variable compression ratio of an engine according to claim 2, characterized in that: the top surface of the balance weight (6) is also provided with a pin hole (6.6), the pin hole (6.6) is arranged on one side of the worm positioning hole (6.2), and a positioning pin (8.9) matched with the pin hole (6.6) is arranged on the mounting surface of the crank shell (8).
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010308910.1A CN111520396B (en) | 2020-06-05 | 2020-06-05 | Crank length variable crankshaft for realizing engine continuous variable compression ratio |
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| CN202010308910.1A CN111520396B (en) | 2020-06-05 | 2020-06-05 | Crank length variable crankshaft for realizing engine continuous variable compression ratio |
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| CN111520396B true CN111520396B (en) | 2021-04-30 |
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| CN1195748A (en) * | 1997-04-09 | 1998-10-14 | 日机装株式会社 | Stroke length regulating device |
| JP4714610B2 (en) * | 2006-03-16 | 2011-06-29 | 日産自動車株式会社 | Variable compression ratio device for internal combustion engine |
| WO2013160501A1 (en) * | 2012-04-23 | 2013-10-31 | Garcia Sanchez Eduardo | Kinematic chain for positioning eccentric bearings which rotate on the crankpins of the crankshaft of an engine with a variable compression ratio |
| CN104819205A (en) * | 2015-05-14 | 2015-08-05 | 吉林大学 | Engine crankshaft mechanism capable of changing compression ratio |
| CN106870128A (en) * | 2015-12-11 | 2017-06-20 | 现代自动车株式会社 | Variable Compression Ratio Device |
| CN110778395A (en) * | 2018-07-31 | 2020-02-11 | 福特全球技术公司 | Method and system for variable compression ratio engine |
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2020
- 2020-06-05 CN CN202010308910.1A patent/CN111520396B/en active Active
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| CN1195748A (en) * | 1997-04-09 | 1998-10-14 | 日机装株式会社 | Stroke length regulating device |
| JP4714610B2 (en) * | 2006-03-16 | 2011-06-29 | 日産自動車株式会社 | Variable compression ratio device for internal combustion engine |
| WO2013160501A1 (en) * | 2012-04-23 | 2013-10-31 | Garcia Sanchez Eduardo | Kinematic chain for positioning eccentric bearings which rotate on the crankpins of the crankshaft of an engine with a variable compression ratio |
| CN104819205A (en) * | 2015-05-14 | 2015-08-05 | 吉林大学 | Engine crankshaft mechanism capable of changing compression ratio |
| CN106870128A (en) * | 2015-12-11 | 2017-06-20 | 现代自动车株式会社 | Variable Compression Ratio Device |
| CN110778395A (en) * | 2018-07-31 | 2020-02-11 | 福特全球技术公司 | Method and system for variable compression ratio engine |
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| CN111520396A (en) | 2020-08-11 |
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