JP4491425B2 - Variable compression ratio device for internal combustion engine - Google Patents

Variable compression ratio device for internal combustion engine Download PDF

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JP4491425B2
JP4491425B2 JP2006072014A JP2006072014A JP4491425B2 JP 4491425 B2 JP4491425 B2 JP 4491425B2 JP 2006072014 A JP2006072014 A JP 2006072014A JP 2006072014 A JP2006072014 A JP 2006072014A JP 4491425 B2 JP4491425 B2 JP 4491425B2
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compression ratio
actuator
driving force
load
internal combustion
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JP2007247535A (en
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信一 竹村
克也 茂木
儀明 田中
俊一 青山
済文 菅原
晃 坂田
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Nissan Motor Co Ltd
Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Description

この発明は、運転条件に応じて圧縮比を連続的に可変制御可能な内燃機関の可変圧縮比装置に関する。   The present invention relates to a variable compression ratio device for an internal combustion engine capable of continuously variably controlling a compression ratio according to operating conditions.

特許文献１に見られるように、従来から、機械的な可変圧縮比機構を用いて内燃機関の圧縮比の可変制御を実現した種々の形式の可変圧縮比装置が提案されている。このような可変圧縮比機構においては、油圧駆動もしくは電動の何らかのアクチュエータが必要であり、このアクチュエータの駆動力によって、燃焼室容積に関与するピストン等の部材が最終的に動くことになる。ここで、燃焼圧は当然のことながら燃焼室容積を拡大する方向に作用するので、一般に可変圧縮比機構は、圧縮比が低圧縮比となる方向に燃焼圧でもって常に付勢される。
特公平７−７２５１５号公報 As can be seen from Patent Document 1, various types of variable compression ratio devices have been proposed that realize variable control of the compression ratio of an internal combustion engine using a mechanical variable compression ratio mechanism. In such a variable compression ratio mechanism, a hydraulically driven or electric actuator is necessary, and a member such as a piston involved in the combustion chamber volume is finally moved by the driving force of this actuator. Here, since the combustion pressure naturally acts in the direction of expanding the combustion chamber volume, generally, the variable compression ratio mechanism is always urged with the combustion pressure in the direction in which the compression ratio becomes a low compression ratio.
Japanese Patent Publication No. 7-72515

上記のように、一般に可変圧縮比機構は燃焼圧によって低圧縮比側へ付勢されるので、アクチュエータは、その付勢力を受けるが、比較的小型のアクチュエータであると、種々の条件によっては、高圧縮比から低圧縮比へ変化させようとするときであっても、フリクション等により動作が停止してしまい、アクチュエータが例えば電動モータであると過熱してしまったり、あるいは油圧アクチュエータであれば、過度の油圧上昇を生じたりする懸念がある。なお、アクチュエータとして駆動力の大きな大型のものを用いると、外形寸法が大型化するのみならず、消費エネルギが大となり、内燃機関の燃料消費率の悪化の一因となる。 As described above, since the general variable compression ratio mechanism is biased to the low compression ratio side by the combustion pressure, the actuator is subjected to the biasing force, if it is relatively small actuator, by a variety of conditions Even when trying to change from a high compression ratio to a low compression ratio, the operation stops due to friction or the like , and the actuator is overheated if it is an electric motor, for example, or if it is a hydraulic actuator There is a concern that excessive oil pressure increase may occur. If a large actuator having a large driving force is used as the actuator, not only the outer dimensions increase, but also the energy consumption increases, which contributes to the deterioration of the fuel consumption rate of the internal combustion engine.

この発明は、燃焼圧で低圧縮比側へ付勢される可変圧縮比機構と、この可変圧縮比機構を駆動して内燃機関の圧縮比を変化させるアクチュエータと、を備え、負荷に応じて圧縮比を制御するとともに、圧縮比を低下させ始める負荷閾値が、圧縮比を上昇させ始める負荷閾値よりも高負荷側となるようにヒステリシスが与えられてなる内燃機関の可変圧縮比装置において、
上記アクチュエータは、駆動力を発生しない状態で摩擦力によりそのときの圧縮比を保持できるように構成されており、
上記アクチュエータにより圧縮比を低下させるときに、上記アクチュエータの負荷が高い場合あるいはアクチュエータの駆動力が不十分な場合に、該アクチュエータの駆動力を低減あるいは零とすることを特徴としている。 The present invention includes a variable compression ratio mechanism that is urged to a low compression ratio side by a combustion pressure, and an actuator that drives the variable compression ratio mechanism to change the compression ratio of the internal combustion engine, and performs compression according to a load. In the variable compression ratio apparatus for an internal combustion engine , the hysteresis is given so that the load threshold value for starting the reduction of the compression ratio and the load threshold value for starting the increase of the compression ratio is higher than the load threshold value for controlling the ratio.
The actuator is configured so that the compression ratio at that time can be maintained by frictional force in a state where no driving force is generated,
When reducing the compression ratio by the actuator, when the driving force when or actuator load of the actuator is not high is insufficient, is characterized in that a reduced or zero driving force of the actuator.

具体的な一つの態様では、例えば、燃焼圧が高い場合に上記アクチュエータの負荷が高いとし、アクチュエータの駆動力を低減あるいは零とする。 In one specific embodiment, for example, to load of the actuator and has high when the combustion pressure is not high, and reduced or zero driving force of the actuator.

また例えば、上記アクチュエータが不作動もしくはその作動速度が低下した場合に、該アクチュエータの負荷が高い、あるいはアクチュエータの駆動力が不十分である、として、アクチュエータの駆動力を低減あるいは零とする。 Further, for example, when the actuator is inoperative or its operating speed decreases, the load of the actuator is not high, or is insufficient driving force of the actuator, as, and reduced or zero driving force of the actuator.

すなわち、運転条件が変化して圧縮比を低下させるべくアクチュエータが作動するときには、機関の負荷は高く燃焼圧によるフリクションが大となるので、該アクチュエータの駆動力が相対的に不足していると、作動速度が低下したり停止つまり不作動に至ることがある。このような場合に、本発明では、アクチュエータの駆動力を低減し、あるいは駆動力を零とする。これにより、アクチュエータの負荷が低減する。従って、アクチュエータがモータ等の電動アクチュエータであれば、小型のアクチュエータであっても過熱の問題を生じることがなく、また油圧アクチュエータであれば、過渡的な過度の油圧上昇を回避できることから、大きな耐圧性を要求されずに、その小型化が可能となる。 That is, when the operating condition changes and the actuator operates to reduce the compression ratio , the engine load is high and the friction due to the combustion pressure increases, so that the driving force of the actuator is relatively insufficient, The operating speed may decrease or stop, i.e. inactivate. In such a case, the present invention reduces the driving force of the actuator, Oh Rui with zero driving force. This reduces the load on the actuator. Therefore, if the actuator is an electric actuator such as a motor, even if it is a small actuator, there will be no problem of overheating, and if it is a hydraulic actuator, a transient excessive increase in hydraulic pressure can be avoided. Therefore, it is possible to reduce the size.

本発明の一つの態様では、上記アクチュエータの負荷が高くなった状態あるいはアクチュエータの駆動力が低下した状態が所定期間継続した場合に、該アクチュエータの駆動力を低減あるいは逆転あるいは零とする。   In one aspect of the present invention, when the load of the actuator is high or the drive force of the actuator is reduced for a predetermined period, the drive force of the actuator is reduced, reversed, or zero.

また望ましくは、上記アクチュエータの駆動力を低減あるいは逆転あるいは零としたときに、点火時期を補正する。つまり、この場合は、一時的に中間的な圧縮比となるので、例えば、低圧縮比用の点火時期と高圧縮比用の点火時期との中間的な点火時期とする。   Desirably, the ignition timing is corrected when the driving force of the actuator is reduced, reversed, or zero. That is, in this case, since the compression ratio is temporarily intermediate, for example, the ignition timing is intermediate between the ignition timing for the low compression ratio and the ignition timing for the high compression ratio.

この発明によれば、アクチュエータの駆動力が相対的に不十分な場合に、該アクチュエータの駆動力を低減あるいは零とするので、アクチュエータに過大な負荷が作用しない。従って、アクチュエータがモータ等の電動アクチュエータであれば、過熱の問題を生じることがなく、また油圧アクチュエータであれば、過渡的な過度の油圧上昇を回避でき、アクチュエータの小型化が可能となる。 According to this invention, when the driving force of the actuator is relatively insufficient , the driving force of the actuator is reduced or zero, so that an excessive load does not act on the actuator. Therefore, if the actuator is an electric actuator such as a motor, the problem of overheating does not occur. If the actuator is a hydraulic actuator, a transient excessive increase in hydraulic pressure can be avoided and the actuator can be downsized.

図１および図２は、本発明に係る可変圧縮比装置の構成を示しており、特に、図１は、高圧縮比に制御された状態を、図２は、低圧縮比に制御された状態を、それぞれ示す。   1 and 2 show the configuration of the variable compression ratio apparatus according to the present invention. In particular, FIG. 1 shows a state controlled to a high compression ratio, and FIG. 2 shows a state controlled to a low compression ratio. Are shown respectively.

この可変圧縮比装置における可変圧縮比機構は、複リンク式のピストン−クランク機構を利用したものであり、シリンダブロック１のシリンダ２内を摺動するピストン３にピストンピン４を介して一端が連結されたアッパリンク５と、このアッパリンク５の他端に連結ピン６を介して連結されるとともに、クランクシャフト７のクランクピン８に回転可能に連結されたロアリンク９と、このロアリンク９の自由度を制限するために該ロアリンク９にさらに連結ピン１０を介して一端が連結され、かつ他端が内燃機関本体に揺動可能に支持されたコントロールリンク１１と、を備えており、上記コントロールリンク１１の揺動支持位置が制御軸１２の偏心カム部１３によって可変制御される構成となっている。このものでは、上記制御軸１２の回転位置つまり偏心カム部１３の位置によってコントロールリンク１１下端の揺動支持位置が変化し、ロアリンク９の初期の姿勢が変わるため、これに伴ってピストン３の上死点位置、ひいては圧縮比が変化する。   The variable compression ratio mechanism in this variable compression ratio device uses a multi-link type piston-crank mechanism, and one end is connected to a piston 3 that slides in a cylinder 2 of a cylinder block 1 via a piston pin 4. The upper link 5 is connected to the other end of the upper link 5 via a connecting pin 6, and the lower link 9 is rotatably connected to the crankpin 8 of the crankshaft 7. A control link 11 having one end connected to the lower link 9 via a connecting pin 10 and the other end swingably supported by the internal combustion engine body in order to limit the degree of freedom. The swing support position of the control link 11 is variably controlled by the eccentric cam portion 13 of the control shaft 12. In this case, the swing support position of the lower end of the control link 11 changes depending on the rotational position of the control shaft 12, that is, the position of the eccentric cam portion 13, and the initial posture of the lower link 9 changes. The top dead center position and thus the compression ratio changes.

上記制御軸１２はクランクシャフト７と平行に配置され、かつシリンダブロック１に回転自在に支持されている。そして、この制御軸１２には、リンクレバー３２が固定されており、該リンクレバー３２のスリットに、アクチュエータ３１のロッド３３先端のピンが係合している。これにより、上記ロッド３３の軸方向の進退に伴って、制御軸１２が回転する。   The control shaft 12 is disposed in parallel with the crankshaft 7 and is rotatably supported by the cylinder block 1. A link lever 32 is fixed to the control shaft 12, and a pin at the tip of the rod 33 of the actuator 31 is engaged with the slit of the link lever 32. Thereby, the control shaft 12 rotates as the rod 33 advances and retreats in the axial direction.

上記アクチュエータ３１は、雄ネジ部材としての上記のロッド３３と、このロッド３３の雄ネジ部分に螺合した雌ネジ部材としてのスリーブ３４と、このスリーブ３４を回転可能に保持したケーシング３５と、を備えており、上記スリーブ３４が駆動源である図示せぬ電動モータによって回転駆動される構成となっている。上記ロッド３３および上記スリーブ３４の雄ネジおよび雌ネジは、ネジ山の断面が台形をなす台形ネジとなっている。そして、上記可変圧縮比機構は、図１に示すように、ロッド３３が後退した位置において高圧縮比となり、図２に示すように、ロッド３３が伸張した位置において低圧縮比となる。   The actuator 31 includes the rod 33 as a male screw member, a sleeve 34 as a female screw member screwed into a male screw portion of the rod 33, and a casing 35 that rotatably holds the sleeve 34. The sleeve 34 is rotationally driven by an electric motor (not shown) as a drive source. The male screw and female screw of the rod 33 and the sleeve 34 are trapezoidal screws having a trapezoidal cross section. The variable compression ratio mechanism has a high compression ratio at the position where the rod 33 is retracted as shown in FIG. 1, and a low compression ratio at the position where the rod 33 is extended as shown in FIG.

上記のように可変圧縮比機構に適用されたアクチュエータ３１においては、ピストン３に図の下向きに作用する燃焼圧がコントロールリンク１１から制御軸１２を介してロッド３３に軸方向に作用し、常に低圧縮比側へ付勢される。従って、アクチュエータ３１に要求される駆動力としては、基本的に、圧縮比を低圧縮比側へ変化させるときには燃焼圧による補助を受けて小さな駆動力で足り、逆に圧縮比を高圧縮比側へ変化させるときには、燃焼圧に対抗することから、より大きな駆動力が必要となる。   In the actuator 31 applied to the variable compression ratio mechanism as described above, the combustion pressure acting downward on the piston 3 acts on the rod 33 from the control link 11 via the control shaft 12 in the axial direction, and is always low. It is urged to the compression ratio side. Therefore, as a driving force required for the actuator 31, basically, when changing the compression ratio to the low compression ratio side, a small driving force is sufficient with the assistance of the combustion pressure, and conversely the compression ratio is set to the high compression ratio side. When it is changed to, the combustion pressure is countered, so a larger driving force is required.

なお、上記のネジ式のアクチュエータ３１によれば、大きな減速比が得られ、駆動トルクや制御精度の上で有利であるとともに、特に、台形ネジとすれば、軸方向の荷重を支える接触面の面積を大きく確保できる利点がある。そして、減速比と摩擦係数との関係を適切に設定することで、軸方向の荷重に対し、摩擦力のみで対抗することが可能であり、制御軸１２の位置をある位置に継続的に保持する場合（例えば定常走行のように運転条件が変化しない場合）に、その位置を保持するためのモータのトルクが不要となり、モータの消費電力を実質的に０にし得る。   According to the screw type actuator 31 described above, a large reduction ratio is obtained, which is advantageous in terms of driving torque and control accuracy. In particular, if a trapezoidal screw is used, the contact surface that supports the axial load is improved. There is an advantage that a large area can be secured. By appropriately setting the relationship between the reduction ratio and the friction coefficient, it is possible to counteract the axial load with only the frictional force, and continuously maintain the position of the control shaft 12 at a certain position. In such a case (for example, when the driving conditions do not change as in steady running), the motor torque for maintaining the position becomes unnecessary, and the power consumption of the motor can be made substantially zero.

この実施例では、内燃機関の圧縮比は、基本的に、高・低の２段階に切換制御され、低負荷時に高圧縮比に、高負荷時に低圧縮比となる。なお、周知のように、燃焼圧は負荷が高いほど高くなる。図３は、機関運転条件に対する圧縮比の制御マップを示しており、（ａ）は、負荷増加時つまり高圧縮比から低圧縮比への方向の切換を行う際の特性であり、高圧縮比で運転されている低負荷側の領域から、運転条件が切換線Ｌ１を高負荷側へ横切って変化すると、アクチュエータ３１が作動し、上述した可変圧縮比機構が低圧縮比へと切り換えられる。（ｂ）は、負荷減少時つまり低圧縮比から高圧縮比への方向の切換を行う際の特性であり、低圧縮比で運転されている高負荷側の領域から、運転条件が切換線Ｌ２を低負荷側へ横切って変化すると、アクチュエータ３１が作動し、上述した可変圧縮比機構が高圧縮比へと切り換えられる。   In this embodiment, the compression ratio of the internal combustion engine is basically switched and controlled in two stages of high and low, and becomes a high compression ratio at a low load and a low compression ratio at a high load. As is well known, the combustion pressure increases as the load increases. FIG. 3 shows a control map of the compression ratio with respect to the engine operating conditions. (A) is a characteristic when the load is increased, that is, when the direction is switched from the high compression ratio to the low compression ratio. When the operating condition changes across the switching line L1 to the high load side from the region on the low load side that is being operated at, the actuator 31 is actuated and the variable compression ratio mechanism described above is switched to the low compression ratio. (B) is a characteristic when the load is reduced, that is, when switching the direction from the low compression ratio to the high compression ratio, and the operating condition is changed from the region on the high load side operated at the low compression ratio to the switching line L2. Is changed across the low load side, the actuator 31 is operated, and the above-described variable compression ratio mechanism is switched to the high compression ratio.

ここで、図（ａ）の切換線Ｌ１と図（ｂ）の切換線Ｌ２とを対比すれば明らかなように、両者の間には、負荷方向に大きなヒステリシスが与えられている。従って、図（ｂ）のように低圧縮比から高圧縮比へ切り換える際には、上述したように燃焼圧に対抗してアクチュエータ３１が作動することになるが、切換線Ｌ２がヒステリシスにより十分に低い負荷に設定されているため、切換時の実際の燃焼圧は低い。そのため、アクチュエータ３１の駆動源として駆動力の小さな小型の電動モータを用いることができる。   Here, as is clear from the comparison between the switching line L1 in FIG. 1 (a) and the switching line L2 in FIG. 2 (b), a large hysteresis is given between them in the load direction. Therefore, when switching from the low compression ratio to the high compression ratio as shown in FIG. 5B, the actuator 31 operates against the combustion pressure as described above. However, the switching line L2 is sufficiently affected by the hysteresis. Since the load is set to be low, the actual combustion pressure at the time of switching is low. Therefore, a small electric motor with a small driving force can be used as a driving source for the actuator 31.

また、図（ａ）の制御マップに従って高圧縮比から低圧縮比へ切り換える際には、燃焼圧がアクチュエータ３１の作動を補助することになるので、必要な駆動力は小さく、そのため、アクチュエータ３１の駆動源として駆動力の小さな小型の電動モータを用いることができる。   Further, when switching from the high compression ratio to the low compression ratio according to the control map of FIG. (A), the combustion pressure assists the operation of the actuator 31, so that the necessary driving force is small. A small electric motor with a small driving force can be used as the driving source.

ところで、このように駆動力の小さな電動モータをアクチュエータ３１に用いた場合、条件によっては、圧縮比切換の途中で駆動力が不足し、切換動作が停止あるいは作動速度が極端に低下してしまうことがある。図４は、圧縮比切換の一例を示すタイムチャートであって、機関の負荷、圧縮比およびアクチュエータ駆動力の変化を対比して示している。この例では、当初は機関の負荷が高く、圧縮比が低く保たれているが、この状態から負荷が低下し、Ｔ１の時点で前述した切換線Ｌ２を越えると、アクチュエータ３１（電動モータ）が高圧縮比方向へ駆動され、圧縮比が高圧縮比へと変化していく。ここで、圧縮比が所定の高圧縮比状態まで完全に切り換わる前に内燃機関の負荷が再び上昇すると、Ｔ２の時点で、逆に圧縮比を低下させるような制御となる。仮にアクチュエータ３１の駆動力が十分に大きければ、線Ｃ１に示すように実際の圧縮比が低下していくが、小型のアクチュエータ３１（電動モータ）であると、フリクション等に打ち勝つことができずに、線Ｃ２に示すように、制御軸１２の位置がそのままに停止してしまうことがある。このとき、アクチュエータ３１（電動モータ）は、Ｆ１として示すように低圧縮比方向へ最大の駆動力を発生しており、電動モータには停止状態のまま大きな電流が流れるので、過熱状態となり、耐久性低下を生じやすい。これに対し、本実施例では、アクチュエータ３１の電動モータに大きな負荷が作用して作動速度の極端な低下や不作動が生じたときに、Ｆ２として示すように、駆動力を零とする。これにより、電動モータの過熱が回避される。なお、圧縮比は、線Ｃ２で示すように中間圧縮比のまま保持されるので、この中間圧縮比に最適となるように、点火時期の補正を行うことが望ましい。   By the way, when an electric motor with such a small driving force is used for the actuator 31, depending on the conditions, the driving force is insufficient during the compression ratio switching, and the switching operation is stopped or the operating speed is extremely reduced. There is. FIG. 4 is a time chart showing an example of compression ratio switching, and shows changes in engine load, compression ratio, and actuator driving force in comparison. In this example, the load on the engine is initially high and the compression ratio is kept low. However, when the load decreases from this state and exceeds the switching line L2 described above at time T1, the actuator 31 (electric motor) is turned on. Driven in the high compression ratio direction, the compression ratio changes to the high compression ratio. Here, when the load of the internal combustion engine rises again before the compression ratio is completely switched to the predetermined high compression ratio state, the control is performed so that the compression ratio is reduced at the time point T2. If the driving force of the actuator 31 is sufficiently large, the actual compression ratio decreases as shown by the line C1, but the small actuator 31 (electric motor) cannot overcome the friction or the like. As shown by the line C2, the position of the control shaft 12 may stop as it is. At this time, the actuator 31 (electric motor) generates the maximum driving force in the low compression ratio direction as indicated by F1, and a large current flows through the electric motor while it is stopped. It is easy to cause deterioration. On the other hand, in this embodiment, when a large load acts on the electric motor of the actuator 31 and the operating speed is extremely reduced or inactivated, the driving force is set to zero as indicated by F2. This avoids overheating of the electric motor. Since the compression ratio is maintained as the intermediate compression ratio as indicated by the line C2, it is desirable to correct the ignition timing so as to be optimal for the intermediate compression ratio.

図４の例では、電動モータの負荷が過大となって不作動等が生じたときに、駆動力を零としているが、過熱が生じない程度にまで駆動力を低減するようにしてもよい。 In the example of FIG. 4, when the load of the electric motor becomes excessively large inoperative like occurs, but the driving force is set to zero, but it may also be configured to reduce the driving force to the extent that overheating does not occur .

本発明に係る可変圧縮比装置の一実施例を高圧縮比位置で示す断面図。Sectional drawing which shows one Example of the variable compression ratio apparatus which concerns on this invention in a high compression ratio position. 同じく低圧縮比位置で示す断面図。Sectional drawing similarly shown in a low compression ratio position. （ａ）負荷増加時および（ｂ）負荷減少時の圧縮比の制御マップを示す特性図。The characteristic diagram which shows the control map of the compression ratio at the time of (a) load increase and (b) load decrease. 本発明の圧縮比の切換の一例を示すタイムチャート。The time chart which shows an example of switching of the compression ratio of this invention.

符号の説明Explanation of symbols

３…ピストン
５…アッパリンク
７…クランクシャフト
９…ロアリンク
１１…コントロールリンク
１２…制御軸
３１…アクチュエータ 3 ... Piston 5 ... Upper link 7 ... Crank shaft 9 ... Lower link 11 ... Control link 12 ... Control shaft 31 ... Actuator

Claims (5)

燃焼圧で低圧縮比側へ付勢される可変圧縮比機構と、この可変圧縮比機構を駆動して内燃機関の圧縮比を変化させるアクチュエータと、を備え、負荷に応じて圧縮比を制御するとともに、圧縮比を低下させ始める負荷閾値が、圧縮比を上昇させ始める負荷閾値よりも高負荷側となるようにヒステリシスが与えられてなる内燃機関の可変圧縮比装置において、
上記アクチュエータは、駆動力を発生しない状態で摩擦力によりそのときの圧縮比を保持できるように構成されており、
上記アクチュエータにより圧縮比を低下させるときに、上記アクチュエータの負荷が高い場合あるいはアクチュエータの駆動力が不十分な場合に、該アクチュエータの駆動力を低減あるいは零とすることを特徴とする内燃機関の可変圧縮比装置。 A variable compression ratio mechanism that is biased toward the low compression ratio by the combustion pressure, and an actuator that drives the variable compression ratio mechanism to change the compression ratio of the internal combustion engine, and controls the compression ratio according to the load At the same time, in the variable compression ratio device of the internal combustion engine provided with hysteresis so that the load threshold at which the compression ratio starts to decrease is higher than the load threshold at which the compression ratio starts to increase ,
The actuator is configured so that the compression ratio at that time can be maintained by frictional force in a state where no driving force is generated,
When reducing the compression ratio by the actuator, when the driving force when or actuator load of the actuator is not high is insufficient, the internal combustion engine, characterized by a reduced or zero driving force of the actuator Variable compression ratio device. 燃焼圧が高い場合に上記アクチュエータの負荷が高いとすることを特徴とする請求項１に記載の内燃機関の可変圧縮比装置。 Variable compression ratio device for an internal combustion engine according to claim 1, characterized in that the load of the actuator is not high when the combustion pressure is not high. 上記アクチュエータが不作動もしくはその作動速度が低下した場合に、該アクチュエータの負荷が高い、あるいはアクチュエータの駆動力が不十分である、とすることを特徴とする請求項１に記載の内燃機関の可変圧縮比装置。 If the above-mentioned actuator is deactivated or its operating speed decreases, the internal combustion engine according to claim 1, characterized in that the load of the actuator is not high, or driving force of the actuator is insufficient, that Variable compression ratio device. 上記アクチュエータの負荷が高い状態あるいはアクチュエータの駆動力が不十分な状態が所定期間継続した場合に、該アクチュエータの駆動力を低減あるいは零とすることを特徴とする請求項１〜３のいずれかに記載の内燃機関の可変圧縮比装置。 When the driving force of the state or actuator load of the actuator is not high, insufficient state continues for a predetermined time period, any of the claims 1-3, characterized in that a reduced or zero driving force of the actuator A variable compression ratio device for an internal combustion engine according to claim 1. 上記アクチュエータの駆動力を低減あるいは零としたときに、点火時期を補正することを特徴とする請求項１〜４のいずれかに記載の内燃機関の可変圧縮比装置。 The variable compression ratio device for an internal combustion engine according to any one of claims 1 to 4 , wherein the ignition timing is corrected when the driving force of the actuator is reduced or zero.
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JP2005069130A (en) * 2003-08-26 2005-03-17 Nissan Motor Co Ltd Ignition timing control device of internal combustion engine with variable compression ratio mechanism
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JPH08314239A (en) * 1995-05-19 1996-11-29 Canon Inc Image reader and image forming device
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