CN117569917A - Compression ratio variable engine - Google Patents

Abstract

The invention provides a compression ratio variable engine, and belongs to the field of engines. The problem that the existing engine cannot change the compression ratio under different working conditions so as to not achieve optimal performance is solved. The device comprises a cylinder sleeve, wherein a piston is arranged in the cylinder sleeve in a sliding manner, and a gate assembly for controlling the inlet and the outlet of each propulsion ring is arranged on the cylinder sleeve; a propulsion ring drive assembly; an adsorption assembly; the piston ring component is provided with a plurality of piston ring components and is arranged on one side of each adsorption component close to the piston in a one-to-one correspondence manner; the sliding crankshaft assembly is connected with the piston and used for driving the piston to act, and the position of a crankshaft in the sliding crankshaft assembly is variable; when the gate assembly is opened, each propulsion ring driving assembly drives the corresponding propulsion ring, the adsorption assembly and the piston ring component to move together so that all the piston ring components are clamped into the corresponding piston ring grooves to form a complete piston ring. It is mainly used as a driving part.

Description

Compression ratio variable engine

Technical Field

The invention belongs to the field of engines, and particularly relates to a compression ratio variable engine.

Background

In the conventional engine, increasing the engine compression ratio is a popular research direction for researchers in this field because of the ability to reduce the fuel consumption of the engine while increasing the engine output. However, too large a compression ratio of the engine may also cause too high a pressure of the mixed combustible gas in the combustion chamber, thereby inducing knocking. Therefore, it is necessary to take the characteristics of different engines into consideration and select them within a certain range when selecting the engine compression ratio.

The conventional engine has poor thermal efficiency under low load conditions, and a high compression ratio is required in order to improve the fuel economy of the engine. However, under high load conditions, the intake air amount of the engine increases, and a large thermal load and mechanical load are generated, which may even cause damage to the engine. Therefore, in order to protect the engine, a lower compression ratio is required. Conventional engines with fixed compression ratios cannot perform optimally under different conditions. To solve this problem, modern engines employ various technical means, such as variable compression ratio technology and in-cylinder direct injection technology, to adjust the compression ratio under different conditions, achieving higher fuel economy and performance.

The crankshaft is the core component of the engine. The connecting rod bears the force transmitted by the connecting rod and converts the force into torque to output and drive other accessories on the engine to work. The crankshaft is subjected to centrifugal forces of the rotating mass, periodically varying gas inertia forces and reciprocating inertia forces during operation, which forces in combination cause the crankshaft to be subjected to bending and torsional loads.

The piston ring is a metal ring for insertion into the interior of a piston groove, has a large capacity of outward expansion deformation, and is fitted into an annular groove having a cross section corresponding thereto. The piston ring forms a seal between the outer circumferential surface of the ring and the cylinder and one side of the ring and the ring groove by means of a pressure difference of gas or liquid in the reciprocating and rotating movements. The sealing effect can effectively prevent leakage of gas and liquid and ensure normal operation of the engine.

At present, researchers have tried to reduce the compression ratio of an engine by shortening the length of a crank arm, but such an excessively low compression ratio design results in an engine that burns less efficiently and produces less power than a conventional engine when a supercharger, particularly a turbocharger, is not fully interposed.

In summary, the existing engine cannot change the compression ratio of the engine under different working conditions of the engine so as to optimize the performance of the engine, thereby improving the running cost of the engine.

Disclosure of Invention

In view of the above, the present invention aims to provide a variable compression ratio engine, so as to solve the problem that the existing engine cannot change the compression ratio under different working conditions, and thus cannot achieve the optimal performance.

In order to achieve the above purpose, the present invention adopts the following technical scheme: a compression ratio variable engine comprising:

the cylinder sleeve is internally provided with a piston in a sliding manner, the sleeve wall of the cylinder sleeve is internally provided with propulsion rings in a sliding manner along the radial direction of the cylinder sleeve, the propulsion rings are provided with at least two propulsion rings and are distributed symmetrically in a circumferential manner compared with the cylinder sleeve, and the cylinder sleeve is provided with a gate assembly for controlling the inlet and the outlet of each propulsion ring;

the propulsion ring driving assemblies are arranged in the sleeve wall of the cylinder sleeve in one-to-one correspondence with the propulsion rings and used for driving the propulsion rings to act;

the adsorption assemblies are provided with a plurality of piston ring components, are arranged on one side of each propulsion ring close to the piston in a one-to-one correspondence manner and are used for adsorbing or loosening the piston ring components;

the piston ring component parts are provided with a plurality of piston ring components and are arranged on one side, close to the piston, of each adsorption component in a one-to-one correspondence manner; and

the sliding crankshaft assembly is connected with the piston and used for driving the piston to act, and the position of a crankshaft in the sliding crankshaft assembly is variable;

and a plurality of piston ring grooves are axially formed in the piston, and when the gate assembly is opened, each propulsion ring driving assembly drives the corresponding propulsion ring, the adsorption assembly and the piston ring component to move together so that all the piston ring components are clamped into the corresponding piston ring grooves to form a complete piston ring.

Further, the gate assembly includes a first gate assembly and a second gate assembly having identical structures.

Still further, the cylinder jacket includes piston ring sliding tray, cooling layer, cooling jacket, separates layer, leakage fluid dram and separation layer wall, piston ring sliding tray and propulsion ring one-to-one and run through and set up on the cylinder jacket, every propulsion ring one-to-one sliding connection is in the piston ring sliding tray of corresponding position, along the length direction of every piston ring sliding tray, by in the cylinder jacket wall be close to piston one side and keep away from one side interval in proper order and set up first gate subassembly, cooling jacket and separation layer wall, the second gate subassembly sets up in the cooling jacket, be the cooling layer between first gate subassembly and the cooling jacket and set up the coolant liquid in the cooling layer, be the separation layer between cooling jacket and the separation layer wall, every propulsion ring stretches out or withdraws from the cylinder jacket through corresponding position open state's second gate subassembly and first gate subassembly, separation layer wall keeps away from propulsion ring one side and sets up the leakage fluid dram, every propulsion ring drive assembly sets up on the separation layer wall of corresponding position.

Still further, the gate subassembly includes first linear drive subassembly, piston ring location floodgate and pressure sensor, first linear drive subassembly expansion end links to each other with piston ring location floodgate, piston ring location floodgate is close to propulsion ring one side and sets up pressure sensor, first linear drive subassembly and pressure sensor electric connection.

Further, the adsorption assembly comprises a third electronic control unit and an electromagnet, and the electromagnet is electrically connected with the third electronic control unit.

Still further, propulsion ring drive assembly includes gear, rack and second electronic control unit, the gear meshes with the rack mutually, rack one end links to each other with the propulsion ring of corresponding position, the gear is provided with driving motor, driving motor and second electronic control unit electric connection.

Still further, the slip bent axle subassembly still includes slider, slide rail and crank, the slider is provided with two and symmetrical arrangement in the bent axle both sides, the bent axle is all rotated with all sliders and is connected, bent axle and crank pin joint, crank and piston pin joint, every slider sliding connection is in the slide rail of corresponding position, set up the second rectilinear drive subassembly in the slide rail, the slider of second rectilinear drive subassembly for driving corresponding position slides in corresponding slide rail.

Further, a plurality of crankshaft positioning holes are formed in the sliding block, and each crankshaft positioning hole is internally connected with a crankshaft positioning rod in a threaded mode.

Furthermore, each sliding block is provided with four crankshaft positioning holes, and the four crankshaft positioning holes are arranged at four corners of the sliding block.

Still further, first straight line drive assembly and second straight line drive assembly structure are the same including first electronic control unit, energy converter and damping spring entirely, damping spring one end sets up to the stiff end other end and is the expansion end, energy converter links to each other with damping spring and is used for driving damping spring expansion end action and converts damping spring elastic potential energy into the electric energy, energy converter and first electronic control unit electric connection, first electronic control unit is used for controlling energy converter and drives damping spring expansion end action and make damping spring compression or tensile.

Compared with the prior art, the invention has the beneficial effects that:

1. the engine can adopt the crankshaft with the variable positions according to different use scenes, and can realize the up-and-down movement of the crankshaft in the engine, thereby realizing the change of the compression ratio of the engine;

2. the engine is provided with the split type piston ring component and matched with the propelling ring for use, so that a complete piston ring formed by the final piston ring component can be arranged at a designated position on the piston, and the position of the piston ring can be adjusted;

3. the engine drives the crankshaft to move through the vibration reduction spring, so that the change process of the crankshaft position is stable, the generation of vibration is reduced, and the running stability of the engine is improved;

4. the engine can fix the crankshaft by arranging the crankshaft positioning rod, so that the engine can also operate at a determined compression ratio;

5. the engine can realize the cooling and the replacement of the piston ring on the premise of not disassembling the engine, so that the piston ring can better play the roles of sealing, oil control, heat conduction and support;

6. the engine can be matched with the energy converter through the vibration reduction spring, so that elastic potential energy can be recycled and used for supplying energy to the electronic control unit, and the engine is high in economic benefit.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

FIG. 1 is a schematic view of a piston according to the present invention;

fig. 2 is a schematic cross-sectional structure of a cylinder liner according to the present invention;

fig. 3 is a top view of a cylinder liner and piston combination according to the present invention;

FIG. 4 is a schematic view of the mounting position of a crankshaft according to the present invention;

FIG. 5 is a schematic view of a sliding block in a sliding rail according to the present invention;

fig. 6 is a state diagram of the slide and the crank positioning rod before installation according to the present invention.

A first electronic control unit 1; an energy converter 2; a damper spring 3; a cylinder liner 4; a piston positioning gate 5; a piston ring component 6; a piston ring sliding groove 7; a cooling layer 8; a cooling jacket 9; a gear 10; a rack 11; a barrier layer 12; a liquid discharge port 13; a crankshaft 14; a slider 15; a slide rail 16; a crankshaft positioning hole 17; a crankshaft positioning rod 18; a second electronic control unit 19; a third electronic control unit 20; a combustion chamber 31; a piston 32; a pressure sensor 33; a partition wall 34; an electromagnet 35; a push ring 36; a crank 37.

Detailed Description

The technical solutions in 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. It should be noted that, in the case of no conflict, embodiments of the present invention and features of the embodiments may be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

It should be noted that, the descriptions of the directions of "left", "right", "upper", "lower", "top", "bottom", and the like of the present invention are defined based on the relation of orientations or positions shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the structures must be constructed and operated in a specific orientation, and thus, the present invention should not be construed as being limited thereto. In the description of the present invention, the meaning of "plurality" is two or more unless specifically defined otherwise.

In the description of the present invention, unless explicitly stated and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. 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.

The present embodiment is described with reference to the accompanying drawings, in which a compression ratio variable engine includes:

the cylinder sleeve 4 is slidably provided with a piston 32, a propulsion ring 36 is slidably arranged in the sleeve wall of the cylinder sleeve 4 along the radial direction of the cylinder sleeve 4, the propulsion rings 36 are provided with at least two and are distributed symmetrically in the circumferential direction compared with the cylinder sleeve 4, and a gate assembly for controlling the inlet and the outlet of each propulsion ring 36 is arranged on the cylinder sleeve 4;

the propulsion ring driving assemblies are arranged in the sleeve wall of the cylinder sleeve 4 in one-to-one correspondence with the propulsion rings 36 and used for driving the propulsion rings 36 to act;

the adsorption assemblies are provided with a plurality of push rings 36 and are arranged on one side of each push ring 36 close to the piston 32 in a one-to-one correspondence manner and used for adsorbing or loosening the piston ring component 6;

the piston ring component 6 is provided with a plurality of piston ring components and is arranged on one side, close to the piston 32, of each adsorption component in a one-to-one correspondence manner; and

a sliding crankshaft assembly coupled to the piston 32 for driving the piston 32 into motion and the crankshaft 14 in the sliding crankshaft assembly is variable in position;

the piston 32 is provided with a plurality of piston ring grooves along the axial direction, when the gate assembly is opened, each propulsion ring driving assembly drives the corresponding propulsion ring 36, the adsorption assembly and the piston ring component 6 to move together, so that all the piston ring components 6 are clamped into the corresponding piston ring grooves to form a complete piston ring.

Preferably, the number of the piston ring components 6 is two, and the piston ring components are two equal semi-rings, so that the formed integral piston ring is not complicated in structure and can meet the use requirement of the engine.

In this embodiment, the gate assembly includes a first gate assembly and a second gate assembly having identical structures.

In this embodiment, the cylinder liner 4 includes a piston ring sliding groove 7, a cooling layer 8, a cooling jacket 9, a partition layer 12, a liquid drain 13 and a partition layer wall 34, the piston ring sliding groove 7 is in one-to-one correspondence with a thrust ring 36 and penetrates through the cylinder liner 4, each thrust ring 36 is in one-to-one sliding connection with the piston ring sliding groove 7 at a corresponding position, a first gate assembly, the cooling jacket 9 and the partition layer wall 34 are sequentially arranged at intervals along the length direction of each piston ring sliding groove 7 from one side, close to the piston 32, of the sleeve wall of the cylinder liner 4 to the other side, the second gate assembly is arranged in the cooling jacket 9, the cooling layer 8 is arranged between the first gate assembly and the cooling jacket 9, cooling liquid is arranged in the cooling layer 8, the partition layer 12 is arranged between the cooling jacket 9 and the partition layer wall 34, each thrust ring 36 extends or retracts from the cylinder liner 4 through a second gate assembly and the first gate assembly in an open state at a corresponding position, the partition layer wall 34 is provided with the liquid drain 13 at one side, far from the thrust ring 36, and each thrust ring assembly is provided on the partition layer wall 34 at a corresponding position. The cooling liquid that sets up in the cooling layer 8 can get the cooling when the piston ring composition part 6 after the use gets back to in the cylinder jacket 4 again and pass through cooling layer 8, prolongs the life of piston ring composition part 6, and in the in-process that piston ring composition part 6 moves along with rack 11 together, partial cooling liquid can enter into in the separation layer 12, then discharges from leakage fluid dram 13, prevents that the cooling liquid from influencing the normal operation of gear 10 and rack 11, and the cooling liquid can play the effect of stable whole piston 32 temperature simultaneously. When the piston 32 is in operation up to the highest point, the space above the engine is the combustion chamber 31.

In this embodiment, the gate assembly includes a first linear driving assembly, a piston positioning gate 5 and a pressure sensor 33, where the movable end of the first linear driving assembly is connected to the piston positioning gate 5, the pressure sensor 33 is disposed on one side of the piston positioning gate 5 close to the push ring 36, and the first linear driving assembly is electrically connected to the pressure sensor 33. The pressure sensor 33 is used for acquiring the pressure of the piston ring component 6 on the piston ring positioning brake 5 and transmitting the acquired pressure data to the first linear driving assembly, so that the first linear driving assembly acts according to the instruction.

In this embodiment, the adsorption assembly includes a third electronic control unit (20) and an electromagnet (35), and the electromagnet (35) is electrically connected to the third electronic control unit (20). The third electronic control unit 20 controls whether the electromagnet 35 is electrified or not so as to control whether the electromagnet 35 adsorbs the corresponding piston ring component 6, and when the piston ring component 6 is clamped into the corresponding piston ring groove, the third electronic control unit 20 controls the electromagnet 35 to be powered off, so that the formation of the whole piston ring can be completed. When it is necessary to withdraw the piston ring assembly 6, the third electronic control unit 20 controls the electromagnet 35 to energize, attract the piston ring assembly 6 and then drive it back into the cylinder liner 4.

In this embodiment, the propulsion ring driving assembly includes a gear 10, a rack 11 and a second electronic control unit 19, where the gear 10 is meshed with the rack 11, one end of the rack 11 is connected with the propulsion ring 36 at a corresponding position, and the gear 10 is provided with a driving motor, and the driving motor is electrically connected with the second electronic control unit 19. The second electronic control unit 19 can control the driving motor of the gear 10 to operate, so as to drive the gear 10 to rotate, the gear 10 rotates to drive the rack 11 to move, the rack 11 moves to drive the propulsion ring 36 to move, and the action direction depends on the operation direction of the driving motor.

In this embodiment, the sliding crankshaft assembly further includes two sliding blocks 15, sliding rails 16 and a crank 37, the sliding blocks 15 are disposed on two sides of the crankshaft 14 and symmetrically disposed on two sides of the crankshaft 14, the crankshaft 14 is rotationally connected with all the sliding blocks 15, the crankshaft 14 is pivotally connected with the crank 37, the crank 37 is pivotally connected with the piston 32, each sliding block 15 is slidably connected in a sliding rail 16 at a corresponding position, a second linear driving assembly is disposed in the sliding rail 16, and the second linear driving assembly is used for driving the sliding blocks 15 at the corresponding positions to slide in the corresponding sliding rails 16. The sliding block 15 is slidably arranged in the sliding rail 16, so that the crankshaft 14 can slide according to a required working state, and the compression ratio of the engine can be adjusted.

In this embodiment, the slider 15 is provided with a plurality of crankshaft positioning holes 17, and each crankshaft positioning hole 17 is internally screwed with a crankshaft positioning rod 18. The slide block 15 can be fixed by the crank positioning rod 18, and the position of the crank shaft 14 can be fixed relatively, so that the engine can be operated at a fixed compression ratio.

In this embodiment, four crankshaft positioning holes 17 are provided on each of the sliders 15, and four crankshaft positioning holes 17 are provided at four corners of the slider 15. Is convenient for positioning and mounting and improves the strength of connection.

In this embodiment, the first linear driving assembly and the second linear driving assembly have the same structure and include a first electronic control unit 1, an energy converter 2 and a damping spring 3, one end of the damping spring 3 is set to be a fixed end, the other end of the damping spring is a movable end, the energy converter 2 is connected with the damping spring 3 to drive the movable end of the damping spring 3 to act and convert elastic potential energy of the damping spring 3 into electric energy, the energy converter 2 is electrically connected with the first electronic control unit 1, and the first electronic control unit 1 is used for controlling the energy converter 2 to drive the movable end of the damping spring 3 to act so as to compress or stretch the damping spring 3. Specifically, the energy converter 2 is provided with a wire end, and the wire end can be released or retracted in the energy converter 2, so that the vibration damping spring 3 is driven to extend or compress, and the vibration damping spring 3 can act according to the working condition, and the part connected with the movable end of the vibration damping spring 3 is driven to move. Meanwhile, the energy converter 2 can recover the elastic potential energy of the damping spring 3, convert the elastic potential energy into electric energy and supply power for the first electronic control unit 1, and the first electronic control unit 1 is weak current and does not need to run at any time, so that the power supply quantity is sufficient. The specific energy converter 2 may be a conventional energy converter, and will not be described in detail herein.

When the piston ring assembly 6 is required to work, the second electronic control unit 19 controls the driving motor of the gear 10 to operate so as to drive the gear 10 to rotate, the gear 10 rotates so as to drive the rack 11 to move, the rack 11 drives the pushing ring 36 to move so as to drive the corresponding piston ring assembly 6 to move, when the piston ring assembly 6 moves to the cooling jacket 9, the piston ring assembly 6 touches the pressure sensor 33 on the piston ring positioning gate 5 in the second gate assembly, the pressure sensor 33 transmits a pressure signal to the electronic control unit 1 in the second gate assembly, the electronic control unit 1 controls the corresponding vibration reduction spring 3 to compress through the energy converter 2, so that the piston ring assembly 6 can continuously move towards the direction of the combustion chamber 31 after passing through the cooling layer 8, the piston ring assembly 6 touches the pressure sensor 33 on the piston ring positioning gate 5 in the first gate assembly, and the piston ring positioning gate 5 is opened so as to allow the piston ring assembly 6 to continuously move. After the movement passes, the damping springs 3 of the first gate assembly and the second gate assembly are stretched, so that the two piston positioning gates 5 are naturally pushed against the rack 11, piston ring positioning grooves matched with the piston positioning gates 5 are formed in the rack, when the two piston positioning gates 5 are moved to the designated positions, the two piston positioning gates 5 are clamped into the corresponding piston ring positioning grooves, at the moment, the piston ring component 6 moves into the corresponding piston ring grooves on the corresponding pistons 32, then the third electronic control unit 20 controls the electromagnet 35 to be powered off, and the piston ring component 6 is left in the piston ring grooves. The gear 10 stops rotating, the formed integral piston ring enters into working state, and the engine can work normally.

When the integral piston ring does not need to be formed to work, the third electronic control unit 20 corresponding to the pushing ring 36 is electrically connected with the electromagnet 35 and controls the electromagnet 35 to be electrified, the piston ring component 6 is sucked out of the piston ring groove on the piston 32, the electronic control units 1 in the first gate component and the second gate component control the corresponding damping springs 3 to compress, the two piston ring positioning gates 5 are respectively lifted from the corresponding piston ring positioning grooves to the position that the piston ring component 6 just can pass through the piston ring positioning gate 5, the second electronic control unit 19 drives the gear 10 to reversely rotate, so that the piston ring component 6 moves in the direction away from the combustion chamber 31 until the piston ring component 6 is completely immersed in the cooling layer 8, and the piston ring positioning gate 5 of the first gate component is closed. The piston ring component 6 is cooled in the cooling layer 8. After the piston ring assembly 6 is completely cooled, the piston ring positioning gate 5 in the second gate assembly is opened, so that the piston ring assembly 6 is retracted to an initial state, the piston ring positioning gate 5 in the second gate assembly is closed, and the piston ring 6 enters a dormant state.

In order to enable the integral piston ring formed by the piston ring component 6 to be movable, compared with a piston ring of a traditional engine, the movable piston ring component 6 has more complex structure and larger volume, a movable structure and a positioning structure are required to be arranged on the piston ring, so that the piston ring extends out of and retracts into a cylinder sleeve, and the piston ring is fixed on the cylinder sleeve to seal fuel gas, so that the gas in a combustion chamber is prevented from leaking to a crankcase; the redundant lubricating oil on the cylinder wall is scraped off, and meanwhile, a thin oil film is distributed on the cylinder wall, so that the normal lubrication of the cylinder, the piston and the ring is ensured; the heat of the piston is conducted to the cylinder sleeve through the piston ring, and the piston is cooled; the piston is kept in the cylinder, so that the piston is prevented from being in direct contact with the cylinder wall, smooth movement of the piston is ensured, friction resistance is reduced, and the piston is prevented from knocking.

Under the use condition that the compression ratio is unchanged, the sliding block 15 is fixed through the crankshaft positioning rod 18, when the crankshaft positioning rod 18 is required to be moved, the limit on the crankshaft positioning rod 18 is released, the corresponding energy converter 2 is controlled by the first electronic control unit 1 in the second linear driving assembly to drive the corresponding damping spring 3 to move, so that the sliding block 15 at the corresponding position is driven to move, the position of the crankshaft 14 can be changed, and the position of the sliding block 15 is adjusted according to the required compression ratio.

According to different use scenes, the engine can not obtain the best performance under different operation conditions by adopting a fixed compression ratio, so that the problems of inconvenient use and increased cost are brought. At present, researchers reduce the compression ratio of an engine by shortening the length of a crank arm, but the design of the compression ratio which is too low to improve the compression ratio of the engine cannot be achieved, so that the combustion efficiency of the engine is very low when a supercharger, particularly a turbocharger, is not completely interposed, and the generated power is less than that of a traditional engine. The engine with the variable positions of the crankshaft and the piston rings provided by the invention has the advantages that the crankcase can move up and down in the engine by adopting the crankcase system with the variable positions, namely, the compression ratio of the engine is changed; meanwhile, the electronic control unit is used for controlling the positioning assembly, so that the positioning assembly is fixed at the designated position of the engine, namely, the automatic control of the compression ratio of the engine is realized.

The controllers, sensors and control programs that may be involved in the above description are all of the prior art, and are not described herein.

The embodiments of the invention disclosed above are intended only to help illustrate the invention. The examples are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, to thereby enable others skilled in the art to best understand and utilize the invention.

Claims (10)

1. A compression ratio variable engine, characterized by comprising:

the cylinder sleeve (4) is provided with a piston (32) in a sliding manner, a pushing ring (36) is arranged in the sleeve wall of the cylinder sleeve (4) in a sliding manner along the radial direction of the cylinder sleeve (4), the pushing rings (36) are provided with at least two gate assemblies which are distributed symmetrically in the circumferential direction compared with the cylinder sleeve (4), and the cylinder sleeve (4) is provided with a gate assembly for controlling each pushing ring (36) to enter and exit;

the propulsion ring driving assemblies are arranged in the sleeve wall of the cylinder sleeve (4) in one-to-one correspondence with the propulsion rings (36) and used for driving the propulsion rings (36) to act;

the adsorption assemblies are provided with a plurality of piston ring components (6) which are arranged on one side of each propulsion ring (36) close to the piston (32) in a one-to-one correspondence manner and used for adsorbing or loosening the piston ring components;

the piston ring component parts (6) are provided with a plurality of piston ring components and are arranged on one side, close to the piston (32), of each adsorption component in a one-to-one correspondence manner; and

a sliding crankshaft assembly connected to the piston (32) for driving the piston (32) to act and the position of the crankshaft (14) in the sliding crankshaft assembly is variable;

and a plurality of piston ring grooves are axially formed in the piston (32), and when the gate assembly is opened, each pushing ring driving assembly drives the corresponding pushing ring (36), the adsorption assembly and the piston ring component (6) to move together so that all the piston ring component (6) is clamped into the corresponding piston ring groove to form a complete piston ring.

2. A variable compression ratio engine according to claim 1, characterized in that: the gate assembly comprises a first gate assembly and a second gate assembly which are identical in structure.

3. A variable compression ratio engine according to claim 2, characterized in that: the cylinder sleeve (4) comprises piston ring sliding grooves (7), cooling layers (8), cooling sleeves (9), partition layers (12), liquid draining ports (13) and partition layer walls (34), the piston ring sliding grooves (7) are in one-to-one correspondence with pushing rings (36) and penetrate through the cylinder sleeve (4), each pushing ring (36) is in one-to-one sliding connection in the piston ring sliding groove (7) at the corresponding position, a first gate assembly, the cooling sleeves (9) and the partition layer walls (34) are sequentially arranged at intervals on one side, far away from one side, close to a piston (32) in the sleeve walls of the cylinder sleeve (4), of each pushing ring (36) in the corresponding position, a second gate assembly is arranged in the cooling sleeves (9), the first gate assembly is in cooling layers (8) and is provided with cooling liquid in the cooling layers (8), the partition layers (12) are arranged between the cooling sleeves (9) and the partition layer walls (34), and each pushing ring (36) is in the corresponding position, the second gate assembly and the first gate assembly in the corresponding position, the first gate assembly is in the corresponding position, the driving ring (34) is retracted from the first gate assembly, the liquid draining ports (13) are arranged on one side, and the driving ring (34) is far away from the corresponding position.

4. A variable compression ratio engine according to claim 3, characterized in that: the gate assembly comprises a first linear driving assembly, a piston positioning ring positioning gate (5) and a pressure sensor (33), wherein the movable end of the first linear driving assembly is connected with the piston positioning ring positioning gate (5), the pressure sensor (33) is arranged on one side, close to a pushing ring (36), of the piston positioning ring positioning gate (5), and the first linear driving assembly is electrically connected with the pressure sensor (33).

5. A variable compression ratio engine according to claim 1, characterized in that: the adsorption assembly comprises a third electronic control unit (20) and an electromagnet (35), and the electromagnet (35) is electrically connected with the third electronic control unit (20).

6. A variable compression ratio engine according to claim 1, characterized in that: the propulsion ring driving assembly comprises a gear (10), a rack (11) and a second electronic control unit (19), wherein the gear (10) is meshed with the rack (11), one end of the rack (11) is connected with a propulsion ring (36) at a corresponding position, and the gear (10) is provided with a driving motor which is electrically connected with the second electronic control unit (19).

7. A variable compression ratio engine according to claim 4, characterized in that: the sliding crankshaft assembly further comprises sliding blocks (15), sliding rails (16) and a crank (37), wherein the sliding blocks (15) are arranged on two sides of the crankshaft (14) symmetrically, the crankshaft (14) is rotationally connected with all the sliding blocks (15), the crankshaft (14) is pivoted with the crank (37), the crank (37) is pivoted with the piston (32), each sliding block (15) is slidably connected in the sliding rail (16) at the corresponding position, a second linear driving assembly is arranged in the sliding rail (16), and the second linear driving assembly is used for driving the sliding blocks (15) at the corresponding positions to slide in the corresponding sliding rails (16).

8. A variable compression ratio engine according to claim 7, characterized in that: the sliding block (15) is provided with a plurality of crankshaft positioning holes (17), and each crankshaft positioning hole (17) is internally connected with a crankshaft positioning rod (18) in a threaded manner.

9. A variable compression ratio engine according to claim 8, characterized in that: four crankshaft positioning holes (17) are formed in each sliding block (15), and the four crankshaft positioning holes (17) are formed in four corners of each sliding block (15).

10. A variable compression ratio engine according to claim 7, characterized in that: the structure of the first linear driving assembly and the structure of the second linear driving assembly are identical, the first linear driving assembly and the second linear driving assembly comprise a first electronic control unit (1), an energy converter (2) and a damping spring (3), one end of the damping spring (3) is set to be a fixed end, the other end of the damping spring is a movable end, the energy converter (2) is connected with the damping spring (3) and is used for driving the movable end of the damping spring (3) to act and converting elastic potential energy of the damping spring (3) into electric energy, the energy converter (2) is electrically connected with the first electronic control unit (1), and the first electronic control unit (1) is used for controlling the energy converter (2) to drive the movable end of the damping spring (3) to act so as to enable the damping spring (3) to compress or stretch.