CN113494356A - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
- Publication number
- CN113494356A CN113494356A CN202110205131.3A CN202110205131A CN113494356A CN 113494356 A CN113494356 A CN 113494356A CN 202110205131 A CN202110205131 A CN 202110205131A CN 113494356 A CN113494356 A CN 113494356A
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- Prior art keywords
- crankshaft
- internal combustion
- combustion engine
- gear
- rotation
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Classifications
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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
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
The invention provides an internal combustion engine, which can maintain the reduction ratio of a driving gear and a driven gear and realize miniaturization compared with the prior art. An internal combustion engine is provided with: a crankshaft (6), a crankcase (7), a piston (5) which can freely slide in a cylinder (2), a first connecting rod (15) connected with the piston (5), a second connecting rod (17) with one end connected with a secondary crankshaft (16), a bridging component (14), a driving gear (18) fixed on the crankshaft (6), a driven gear (19) fixed on the secondary crankshaft (16) and rotating at 1/2 of the driving gear (18), and an intermediate gear (20) meshed with the driving gear (18) and the driven gear (19), which internal combustion engine outputs power from an intermediate gear, the crankshaft and the first connecting rod being connected to two rotational axes (14a, 14b) of the bridging part, the remaining one of the rotation axes (14c) of the bridge member is restricted by the forward and backward movement of at least the second connecting rod based on the rotation of the sub-crankshaft.
Description
Technical Field
The present invention relates to an internal combustion engine in which a stroke in an expansion process is increased more than a stroke in a compression process using a link mechanism.
Background
Conventionally, an internal combustion engine is known in which a stroke in an expansion step is increased more than a stroke in a compression step using a link mechanism (for example, see patent document 1).
The internal combustion engine of patent document 1 includes: a crankcase which rotatably supports a crankshaft; a piston which is slidable in the cylinder; a first connecting rod, one end of which is connected with the piston in a freely swinging way; a sub-crankshaft having a rotation axis parallel to the crankshaft and rotating at a rotation speed of 1/2 which is the rotation speed of the crankshaft; one end of the second connecting rod is connected with the auxiliary crankshaft; a bridge member having 3 rotation axes arranged so as to be located at the vertices of a triangle, the bridge member connecting the first connecting rod and the crankshaft to each other on two rotation axes, and the bridge member connecting the second connecting rod to the remaining one rotation axis; a drive gear fixed to the crankshaft; and a driven gear fixed to the sub-crankshaft and engaged with the drive gear, the internal combustion engine outputting power from the crankshaft.
Documents of the prior art
Patent document 1: japanese patent laid-open No. 2007 and 64013
Disclosure of Invention
Problems to be solved by the invention
A large torque is required to rotate the sub-crankshaft at the rotational speed of 1/2 of the crankshaft by the driving force of the crankshaft. When the driven gear is increased in order to set the reduction ratio between the driving gear and the driven gear large, the internal combustion engine itself becomes large, and it becomes difficult to mount the internal combustion engine depending on the vehicle type.
In view of the above, an object of the present invention is to provide an internal combustion engine that can be downsized compared with the conventional one while maintaining a reduction ratio between a drive gear and a driven gear.
Means for solving the problems
[1] In order to achieve the above object, the present invention includes:
a crankshaft;
a crankcase that rotatably supports the crankshaft;
a cylinder;
a piston which is slidable in the cylinder;
a first connecting rod, one end of which is connected with the piston in a freely swinging manner;
a sub-crankshaft having a rotation axis parallel to the crankshaft and rotating at a rotation speed of 1/2 which is the rotation speed of the crankshaft;
a second connecting rod, one end of which is connected with the auxiliary crankshaft;
a bridge member having three rotation axes arranged so as to be positioned at vertexes of a triangle, the bridge member connecting the first link and the crankshaft to each other on two rotation axes, and the remaining one rotation axis being restricted by an advancing and retreating movement of at least the second link caused by rotation of the sub-crankshaft;
a drive gear fixed to the crankshaft;
a driven gear fixed to the sub-crankshaft and rotating at 1/2 rotation speed of the driving gear; and
an intermediate gear engaged with the driving gear and the driven gear,
the internal combustion engine outputs power from the intermediate gear.
According to the present invention, even if the driven gear is set to be small, the rotation speed of the driven gear can be set to 1/2, which is the rotation speed of the drive gear. Therefore, according to the present invention, it is possible to achieve downsizing of the internal combustion engine while obtaining a necessary reduction gear ratio.
[2] In the present invention, furthermore, it is preferable that,
the internal combustion engine has a guide member provided swingably,
one of the rotation axes of the bridge member is connected to be slidable in the extending direction of the guide member,
the other end of the second link is connected to a swing end of the guide member so as to be swingable.
According to the present invention, even if the driven gear is set to be small, the rotation speed of the driven gear can be set to 1/2, which is the rotation speed of the drive gear. Therefore, according to the present invention, it is possible to achieve downsizing of the internal combustion engine while obtaining a necessary reduction gear ratio.
[3] In the present invention, it is preferable that the crankshaft and the guide member are disposed in this order on a side away from a center axis of the cylinder.
According to the present invention, the height of the internal combustion engine can be suppressed, the internal combustion engine can be downsized, and the arrangement can be optimized.
Further, according to the present invention, even if the driven gear is set to be small, the intermediate gear can be appropriately set so that the rotation speed of the driven gear becomes 1/2 of the rotation speed of the drive gear. Therefore, according to the present invention, it is possible to achieve downsizing of the internal combustion engine while having a necessary reduction gear ratio.
[4] In the present invention, the second link and the bridge member may be directly connected to each other so as to be swingable without a guide member.
According to the present invention, even if the driven gear is set to be small, the rotation speed of the driven gear can be set to 1/2, which is the rotation speed of the drive gear. Therefore, according to the present invention, it is possible to achieve downsizing of the internal combustion engine while having a necessary reduction gear ratio.
Drawings
Fig. 1 is an explanatory diagram of an internal combustion engine showing an embodiment of the invention.
Fig. 2 is an explanatory diagram showing an output shaft of the internal combustion engine according to the present embodiment.
Fig. 3 is an explanatory diagram showing the top dead center of the exhaust stroke of the internal combustion engine according to the present embodiment.
Fig. 4 is an explanatory diagram showing an intake stroke of the internal combustion engine of the present embodiment.
Fig. 5 is an explanatory diagram showing the bottom dead center of the intake stroke of the internal combustion engine according to the present embodiment.
Fig. 6 is an explanatory diagram showing a compression stroke of the internal combustion engine according to the present embodiment.
Fig. 7 is an explanatory diagram showing the top dead center of the compression stroke of the internal combustion engine according to the present embodiment.
Fig. 8 is an explanatory diagram showing an expansion stroke of the internal combustion engine according to the present embodiment.
Fig. 9 is an explanatory diagram showing bottom dead center of the expansion stroke of the internal combustion engine according to the present embodiment.
Fig. 10 is a graph showing piston stroke characteristics of the internal combustion engine according to the present embodiment.
Fig. 11 is a graph showing a movement locus of the lower end of the first link of the internal combustion engine according to the present embodiment.
Fig. 12 is an explanatory diagram showing a dimensional difference caused by the presence or absence of the intermediate gear.
Description of the reference symbols
1: an internal combustion engine;
2: a cylinder;
2 a: a central axis;
3: a cylinder block;
4: a cylinder head;
5: a piston;
6: a crankshaft;
7: a crankcase;
8: a guide member;
8 a: a swing shaft;
8 b: a swing end;
8 c: a long hole;
9: a combustion chamber;
10: an air inlet port;
11: an exhaust port;
12: an intake valve;
13: an exhaust valve;
14: a bridge member;
14 a: a first axis of rotation;
14 b: a second axis of rotation;
14 c: a third axis of rotation;
15: a first link;
16: a secondary crankshaft;
17: a second link;
18: a drive gear;
19: a driven gear;
20: an intermediate gear;
21: and an output shaft.
Detailed Description
An internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings.
[ Structure of internal Combustion Engine ]
Referring to fig. 1, an internal combustion engine 1 of the present embodiment is a so-called multi-link high expansion ratio engine, and includes: a cylinder block 3 having cylinders 2; a cylinder head 4 provided on the cylinder block 3 in such a manner as to cover an upper surface opening of the cylinder 2; a piston 5 slidable in the cylinder 2; a crankshaft 6; a crankcase 7 that supports the crankshaft 6; and a guide member 8 provided on the crankcase 7 so as to be swingable about a swing shaft 8 a.
The internal combustion engine 1 has a combustion chamber 9 defined by a cylinder 2, a cylinder head 4, and a piston 5. An intake port 10 and an exhaust port 11 provided on the cylinder head 4 face the combustion chamber 9. The intake port 10 is configured to be openable and closable by an intake valve 12, and the exhaust port 11 is configured to be openable and closable by an exhaust valve 13. The intake valve 12 and the exhaust valve 13 are driven by a valve transmission mechanism (not shown).
The bridge member 14 has three rotation axes 14a to 14c of first to third apexes arranged in a triangular shape, and the first rotation axis 14a at the center of the bridge member 14 is rotatably connected to the crankshaft 6. The piston 5 is connected to one end of the first link 15. The second rotation axis 14b on one side of the bridge member 14 is rotatably connected to the other end of the first link 15. The rotation axis 14a corresponds to a crank pin of the crankshaft 6.
The guide member 8 has a long hole 8c, and the long hole 8c is arranged to extend from the swing shaft 8a as a swing center toward the swing end 8 b. The remaining one third rotation axis 14c of the bridge member 14 is connected to the guide member 8 so as to be slidable along the elongated hole 8 c.
The sub-crankshaft 16 is rotatably provided on the crankcase 7 and is located below the crankshaft 6. The sub-crankshaft 16 is connected to one end of a second connecting rod 17. The other end of the second link 17 is connected to the swing end 8b of the guide member 8. The pivot shaft 17a is integrally provided on the sub-crankshaft 16, and the pivot shaft 17a has an axis at a position eccentric from the axis of the sub-crankshaft 16. The sub-crankshaft 16 is connected to a second connecting rod 17 via a pivot 17 a.
Referring to fig. 2 in which the bridge member 14, the second connecting rod 17, and the guide member 8 are omitted, the crankshaft 6 is provided with a drive gear 18 that rotates concentrically and integrally with the crankshaft 6. The sub-crankshaft 16 is provided with a driven gear 19 that rotates concentrically and integrally with the sub-crankshaft 16. An intermediate gear 20 that meshes with the drive gear 18 and the driven gear 19 is rotatably provided in the crankcase 7. The rotation of the drive gear 18 is transmitted to the driven gear 19 via the intermediate gear 20 by the intermediate gear 20 meshing with the drive gear 18 and also meshing with the driven gear 19.
The gear ratio of the drive gear 18 and the driven gear 19 is set such that the driven gear 19 rotates 1 revolution when the drive gear 18 rotates 2 revolutions. In other words, the sub-crankshaft 16 rotates at 1/2, which is the rotation speed of the crankshaft 6, and the reduction ratio is set to 2.
The intermediate gear 20 is provided with an output shaft 21, and the internal combustion engine 1 outputs power from the output shaft 21 to a transmission (not shown), a rotating electric machine (not shown), or the like.
In the internal combustion engine 1 of the present embodiment, the swing end of the guide member 8 is configured to be closest to the center axis 2a of the cylinder 2 at the bottom dead center of the intake stroke. Further, the swing end of the guide member 8 is located farthest from the central axis 2a of the cylinder 2 at the bottom dead center of the expansion stroke, and the second rotation axis 14b connecting the connection bridge member 14 and the first link 15 is located lowest on the central axis 2a of the cylinder 2.
[ operation of internal Combustion Engine ]
The operation of the internal combustion engine 1 of the present embodiment will be described with reference to fig. 3 to 9.
[ intake stroke ]
Referring to fig. 3 to 5, in the intake stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the top dead center in fig. 3 to the bottom dead center in the intake stroke in fig. 5 through fig. 4. At this time, the oscillating end 8b of the guide member 8 is pulled toward the central axis line 2a of the cylinder 2 via the second connecting rod 17 by the rotation of the sub-crankshaft 16, and when the piston 5 reaches the bottom dead center in fig. 5, the oscillating end 8b is in a state closest to the central axis line 2a of the cylinder 2.
[ compression Stroke ]
Referring to fig. 5 to 7, in the compression stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the bottom dead center of the intake stroke of fig. 5 to the top dead center of fig. 7 through fig. 6, and compresses the air-fuel mixture in the combustion chamber 9. In the compression stroke, the swing end 8b of the guide member 8 is pressed by the second connecting rod 17 by the rotation of the sub-crankshaft 16, and swings so as to gradually move away from the central axis 2a of the cylinder 2.
[ expansion stroke ]
Referring to fig. 7 to 9, in the expansion stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 is moved from the top dead center in the compression stroke of fig. 7 to the bottom dead center in the expansion stroke of fig. 9 through fig. 8 by igniting the air-fuel mixture in the combustion chamber 9. As can be seen by comparing the bottom dead center of fig. 5 with the bottom dead center of fig. 9, the bottom dead center of the expansion stroke in fig. 9 is lower than the bottom dead center of the intake stroke in fig. 5.
Further, in the expansion stroke, the rocking end 8b of the guide member 8 is pressed to the side away from the central axis 2a of the cylinder 2 via the second connecting rod 17 by the rotation of the sub-crankshaft 16, and when the piston 5 reaches the bottom dead center of the expansion stroke in fig. 9, the rocking end 8b is in the state of being farthest from the central axis 2a of the cylinder 2.
[ exhaust stroke ]
Referring to fig. 9 and 3, in the exhaust stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the bottom dead center in fig. 9 to the top dead center in fig. 3, and the exhaust gas in the combustion chamber 9 is discharged. In the exhaust stroke, the swing end 8b of the guide member 8 is pulled by the second connecting rod 17 by the rotation of the sub-crankshaft 16, and swings so as to gradually approach the central axis 2a of the cylinder 2.
[ Stroke characteristics of internal Combustion Engine ]
Fig. 10 shows the stroke characteristics of the internal combustion engine 1 of the present embodiment. The broken line indicates the stroke characteristic of the internal combustion engine of the otto cycle as a comparative example. As compared with the otto cycle, the expansion stroke is long, and the time of the expansion stroke is long.
[ moving locus of the lower end of the first link ]
Fig. 11 shows a moving locus of the lower end of the first link 15. As is apparent from fig. 11, in the expansion stroke of the stroke length, the lower end of the first link 15 moves in substantially the same direction as the sliding direction of the piston 5. This can suppress the application of force to the piston 5 in a direction different from the sliding direction of the piston 5, suppress noise, and reduce the frictional resistance between the cylinder 2 and the piston 5. In fig. 11, the chain double-dashed line indicates a piston path, and the chain double-dashed line indicates a movement path of a large end portion of a general connecting rod connected to a crankshaft.
[ Effect of the internal Combustion Engine of the present embodiment ]
According to the internal combustion engine 1 of the present embodiment, the time of the expansion stroke and the sliding stroke of the piston 5 can be increased without extremely retarding the closing of the intake valve 12.
Further, according to the present embodiment, the forward and backward movement of the first link 15 in the expansion stroke having the longest stroke can be made closer to the movement along the center axis of the cylinder 2 than in the conventional case, and the vibration of the internal combustion engine 1 can be suppressed and the friction between the piston 5 and the cylinder 2 can be reduced.
Further, according to the present embodiment, the second connecting rod 17, the sub-crankshaft 16, the drive gear 18, the intermediate gear 20, and the driven gear 19 constitute a swing unit for swinging the guide member 8, and the swing unit is constituted by a mechanical structure using the rotation of the crankshaft 6 as a power source. Therefore, it is not necessary to change the opening/closing timing of the intake valve in accordance with the change of the expansion ratio as in the conventional art, and the expansion ratio can be changed with a simple mechanical structure.
In addition, according to the present embodiment, the size of the internal combustion engine 1 in the height direction can be suppressed, and the size can be reduced.
Further, according to the present embodiment, the time of the expansion stroke and the sliding stroke of the piston 5 can be increased without delaying the closing of the intake valve 12.
Further, according to the present embodiment, the forward and backward movement of the first link 15 in the expansion stroke in which the sliding stroke of the piston 5 is the longest can be made closer to the movement along the center axis line 2a of the cylinder 2 than in the conventional case, and therefore, the vibration of the internal combustion engine 1 can be suppressed and the friction between the piston 5 and the cylinder 2 can be reduced.
Further, according to the present embodiment, even if the driven gear 19 is set small, the rotation speed of the driven gear 19 can be set to 1/2, which is the rotation speed of the drive gear 18. Therefore, according to the present embodiment, the internal combustion engine can be downsized while obtaining a necessary reduction gear ratio.
Further, according to the present embodiment, since the outer diameter or the number of teeth of the idler gear 20 that outputs power does not affect the reduction ratio between the drive gear 18 and the driven gear 19, the outer diameter or the number of teeth of the idler gear 20 can be appropriately changed. Therefore, the characteristics of the internal combustion engine 1 can be changed, and the high-rotation type internal combustion engine and the high-torque type internal combustion engine can be easily changed.
[ internal Combustion Engine of comparative example ]
In the above embodiment, the power transmission between the drive gear 18 and the driven gear 19 via the intermediate gear 20 is explained. Fig. 12 shows an internal combustion engine 1 of a comparative example. The chain line with a single dot indicates a rectangle of the internal combustion engine of the present embodiment with dimensions in the height direction and the width direction, and the chain line with a double dot indicates a rectangle of the internal combustion engine of the comparative example with dimensions in the height direction and the width direction. In the internal combustion engine 1 of the comparative example shown in fig. 12, a drive gear 18 'indicated by a broken line is directly meshed with a driven gear 19' also indicated by a broken line without an intermediate gear. As is clear from fig. 12, in the comparative example, since the intermediate gear 20 is not used, the driven gear 19' becomes large when the same reduction ratio is to be obtained, and becomes large in both the height direction and the width direction as the whole internal combustion engine 1.
[ internal Combustion Engine according to other embodiment ]
In the internal combustion engine 1 of the above embodiment, the internal combustion engine having the guide member 8 has been described, but the internal combustion engine of the present invention is not limited to this, and the second link 17 may be directly connected to the bridge member 14 at the position of the third rotation axis 14c without the guide member.
Claims (4)
1. An internal combustion engine, characterized by comprising:
a crankshaft;
a crankcase that rotatably supports the crankshaft;
a cylinder;
a piston which is slidable in the cylinder;
a first connecting rod, one end of which is connected with the piston in a freely swinging manner;
a sub-crankshaft having a rotation axis parallel to the crankshaft and rotating at a rotation speed of 1/2 which is the rotation speed of the crankshaft;
a second connecting rod, one end of which is connected with the auxiliary crankshaft;
a bridge member having three rotation axes arranged so as to be positioned at vertexes of a triangle, the bridge member connecting the first link and the crankshaft to each other on two rotation axes, and the remaining one rotation axis being restricted by an advancing and retreating movement of at least the second link caused by rotation of the sub-crankshaft;
a drive gear fixed to the crankshaft;
a driven gear fixed to the sub-crankshaft and rotating at 1/2 rotation speed of the driving gear; and
an intermediate gear engaged with the driving gear and the driven gear,
the internal combustion engine outputs power from the intermediate gear.
2. The internal combustion engine according to claim 1,
the internal combustion engine has a guide member provided swingably,
one of the rotation axes of the bridge member is connected to be slidable in the extending direction of the guide member,
the other end of the second link is connected to a swing end of the guide member so as to be swingable.
3. The internal combustion engine of claim 2,
the crankshaft and the guide member are arranged in this order on a side deviated from a center axis of the cylinder.
4. The internal combustion engine according to claim 1,
the second link is directly connected to the bridge member so as to be freely swingable.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020047653A JP7034195B2 (en) | 2020-03-18 | 2020-03-18 | Internal combustion engine |
| JP2020-047653 | 2020-03-18 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113494356A true CN113494356A (en) | 2021-10-12 |
| CN113494356B CN113494356B (en) | 2023-02-28 |
Family
ID=77848028
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110205131.3A Active CN113494356B (en) | 2020-03-18 | 2021-02-24 | Internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP7034195B2 (en) |
| CN (1) | CN113494356B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20000011083A (en) * | 1996-05-13 | 2000-02-25 | 피. 카스텐 | Inner combustion engine |
| CN1685137A (en) * | 2002-08-23 | 2005-10-19 | 保藏控股有限公司 | Internal combustion engines |
| CN1924324A (en) * | 2005-08-29 | 2007-03-07 | 本田技研工业株式会社 | Stroke-variable engine |
| CN101408128A (en) * | 2007-10-11 | 2009-04-15 | 本田技研工业株式会社 | Variable stroke engine |
| JP2009281242A (en) * | 2008-05-21 | 2009-12-03 | Honda Motor Co Ltd | Link type variable stroke engine |
| JP2011252505A (en) * | 2011-09-21 | 2011-12-15 | Nissan Motor Co Ltd | Variable compression ratio internal combustion engine |
| JP2016017489A (en) * | 2014-07-10 | 2016-02-01 | 日立オートモティブシステムズ株式会社 | Internal combustion engine control unit |
| DE102014016119A1 (en) * | 2014-10-30 | 2016-05-04 | Daimler Ag | Crank drive for a reciprocating internal combustion engine of a motor vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB9609931D0 (en) | 1996-05-13 | 1996-07-17 | Broadsuper Ltd | Internal combustion engines |
-
2020
- 2020-03-18 JP JP2020047653A patent/JP7034195B2/en active Active
-
2021
- 2021-02-24 CN CN202110205131.3A patent/CN113494356B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20000011083A (en) * | 1996-05-13 | 2000-02-25 | 피. 카스텐 | Inner combustion engine |
| CN1685137A (en) * | 2002-08-23 | 2005-10-19 | 保藏控股有限公司 | Internal combustion engines |
| CN1924324A (en) * | 2005-08-29 | 2007-03-07 | 本田技研工业株式会社 | Stroke-variable engine |
| CN101408128A (en) * | 2007-10-11 | 2009-04-15 | 本田技研工业株式会社 | Variable stroke engine |
| JP2009281242A (en) * | 2008-05-21 | 2009-12-03 | Honda Motor Co Ltd | Link type variable stroke engine |
| JP2011252505A (en) * | 2011-09-21 | 2011-12-15 | Nissan Motor Co Ltd | Variable compression ratio internal combustion engine |
| JP2016017489A (en) * | 2014-07-10 | 2016-02-01 | 日立オートモティブシステムズ株式会社 | Internal combustion engine control unit |
| DE102014016119A1 (en) * | 2014-10-30 | 2016-05-04 | Daimler Ag | Crank drive for a reciprocating internal combustion engine of a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113494356B (en) | 2023-02-28 |
| JP2021148046A (en) | 2021-09-27 |
| JP7034195B2 (en) | 2022-03-11 |
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