WO2013080674A1 - 可変圧縮比内燃機関 - Google Patents
可変圧縮比内燃機関 Download PDFInfo
- Publication number
- WO2013080674A1 WO2013080674A1 PCT/JP2012/076114 JP2012076114W WO2013080674A1 WO 2013080674 A1 WO2013080674 A1 WO 2013080674A1 JP 2012076114 W JP2012076114 W JP 2012076114W WO 2013080674 A1 WO2013080674 A1 WO 2013080674A1
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- WIPO (PCT)
- Prior art keywords
- oil
- compression ratio
- housing
- variable compression
- internal combustion
- Prior art date
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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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/02—Arrangements of lubricant conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/10—Lubrication of valve gear or auxiliaries
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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
- F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/02—Arrangements of lubricant conduits
- F01M2011/021—Arrangements of lubricant conduits for lubricating auxiliaries, e.g. pumps or turbo chargers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/03—Mounting or connecting of lubricant purifying means relative to the machine or engine; Details of lubricant purifying means
- F01M2011/031—Mounting or connecting of lubricant purifying means relative to the machine or engine; Details of lubricant purifying means characterised by mounting means
- F01M2011/033—Mounting or connecting of lubricant purifying means relative to the machine or engine; Details of lubricant purifying means characterised by mounting means comprising coolers or heat exchangers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/002—Cooling
Definitions
- the present invention relates to a variable compression ratio internal combustion engine including a variable compression ratio mechanism capable of changing an engine compression ratio.
- variable compression ratio mechanism that can change the engine compression ratio using a multi-link type piston-crank mechanism (see, for example, Patent Document 1).
- a variable compression ratio mechanism is configured to control the engine compression ratio according to the engine operating state by changing the rotational position of the control shaft by an actuator such as a motor.
- the actuator Since a large combustion load or inertial load repeatedly acts on the control shaft of the variable compression ratio mechanism via the multi-link mechanism, the actuator that changes and holds the rotational position of the control shaft has a very large driving force. Holding power is required. Therefore, a speed reducer such as a harmonic drive is obtained between the actuator and the control shaft, and the rotational power of the actuator is decelerated by this speed reducer and transmitted to the control shaft.
- a speed reducer such as a harmonic drive is obtained between the actuator and the control shaft, and the rotational power of the actuator is decelerated by this speed reducer and transmitted to the control shaft.
- An object of the present invention is to provide an actuator mounting structure in which an actuator of a variable compression ratio mechanism and a speed reducer are attached to a side wall of an engine body through a housing, and to prevent foreign matter from entering the speed reducer and improve lubricity. Yes.
- a variable compression ratio mechanism capable of changing the engine compression ratio according to the rotational position of the control shaft that is rotationally driven by the actuator, and a speed reducer that decelerates the rotation of the actuator and transmits it to the control shaft.
- a variable compression ratio internal combustion engine in which an actuator and a speed reducer are attached to a side wall of an engine body via a housing, an oil filter that removes foreign matter in the lubricating oil is attached to the housing, and the lubricating oil that has passed through the oil filter is added.
- a bypass oil passage for supplying a part to the lubrication part of the reduction gear disposed in the housing is provided.
- the oil filter is attached to the housing, and the bypass oil passage for supplying a part of the lubricating oil that has passed through the oil filter to the lubricating portion of the reduction gear disposed in the housing is provided. Therefore, the lubricating oil cleaned by the oil filter can be supplied to the lubrication part of the speed reducer through the shortest route via the bypass oil path, improving the lubricity and introducing foreign substances into the speed reducer. The reliability and durability of the speed reducer can be improved.
- FIG. 1 is a perspective view showing a variable compression ratio internal combustion engine according to an embodiment of the present invention.
- the top view which shows the housing and oil-path formation body of the said Example.
- Explanatory drawing which shows the oil level height position of the auxiliary shaft in the time of a low compression ratio (A) and the time of a high compression ratio (B).
- the side view which shows the auxiliary
- Explanatory drawing which shows the aspect which the both sides
- the front view which shows the auxiliary shaft of the said Example.
- Sectional drawing which shows the assembly
- Explanatory drawing which shows the bearing sleeve of a reference example (A) and the said Example (B).
- variable compression ratio mechanism using a multi-link type piston-crank mechanism will be described with reference to FIG. Since this mechanism is known as described in Japanese Patent Application Laid-Open No. 2004-257254, etc., only a brief description will be given.
- a cylinder block 1 constituting a part of an engine body of an internal combustion engine has a piston 3 of each cylinder slidably fitted in the cylinder 2 and a crankshaft 4 rotatably supported.
- the variable compression ratio mechanism 10 includes a lower link 11 rotatably attached to the crankpin 5 of the crankshaft 4, an upper link 12 connecting the lower link 11 and the piston 3, and the engine body side such as the cylinder block 1.
- a control shaft 14 rotatably supported; a control eccentric shaft portion 15 provided eccentric to the control shaft 14; and a control link 13 connecting the control eccentric shaft portion 15 and the lower link 11 to each other. ing.
- the piston 3 and the upper end of the upper link 12 are connected via a piston pin 16 so as to be relatively rotatable, and the lower end of the upper link 12 and the lower link 11 are connected via a first connecting pin 17 so as to be relatively rotatable.
- the upper end of the link 13 and the lower link 11 are connected to each other via a second connecting pin 18 so as to be relatively rotatable, and the lower end of the control link 13 is rotatably attached to the control eccentric shaft portion 15.
- a variable compression ratio motor 20 (see FIG. 2 and the like) as an actuator is connected to the control shaft 14 via a reduction gear 21 described later, and the rotational position of the control shaft 14 is changed by the variable compression ratio motor 20.
- the piston stroke characteristics including the piston top dead center position and the piston bottom dead center position change as the posture of the lower link 11 changes, and the engine compression ratio changes. Therefore, the engine compression ratio can be controlled in accordance with the engine operating state by driving and controlling the variable compression ratio motor 20 by a control unit (not shown).
- the actuator is not limited to the electric motor 20 and may be a hydraulic drive actuator.
- the control shaft 14 is rotatably accommodated in an engine body including the cylinder block 1 and an oil pan upper 6 fixed on the lower side thereof.
- the speed reducer 21 and the variable compression ratio motor 20 are attached to the outer wall of the oil pan upper 6 that constitutes a part of the engine body, specifically the side wall 7 on the intake side, via a housing 22 that houses the speed reducer 21.
- the housing 22 is provided with an oil cooler 23 for cooling the lubricating oil, and an oil filter 24 for removing an oil filter 24 for removing foreign matters in the lubricating oil, which will be described later. It is attached via the forming body 50.
- an air conditioning compressor 9 is attached to the front side of the engine on the intake side wall 7 of the oil pan upper 6, and a fastening flange 8 is provided to fasten the transmission to the rear side of the engine.
- an oil cooler 23, an oil passage forming body 50 to which the oil filter 24 is attached, a housing 22 that houses the speed reducer 21, and the motor 20 are arranged along the engine longitudinal direction.
- the oil cooler 23 is disposed on the front side of the engine of the housing 22 with the oil passage forming body 50 interposed therebetween, and the variable compression ratio motor 20 is disposed on the rear side of the engine of the housing 22.
- a mounting flange 25 of the housing 22 is fastened to the side wall 7 on the intake side of the oil pan upper 6 by a fixing bolt 26.
- the control shaft 14 disposed inside the engine body, and the auxiliary shaft 30 configured integrally with the output shaft of the speed reducer 21 disposed in the housing 22 Are connected by a lever 31.
- the auxiliary shaft 30 is configured integrally with the output shaft of the speed reducer 21, but the auxiliary shaft 30 is configured separately from the output shaft of the speed reducer 21, and both rotate integrally. It is good also as a structure.
- One end of the lever 31 and the tip of the arm 32 extending radially outward from the axial center of the control shaft 14 are connected to each other via a third connecting pin 33 so as to be relatively rotatable.
- the auxiliary shaft 30 is connected to the auxiliary shaft 30 via a fourth connecting pin 35 so as to be relatively rotatable. 2 and 5, the fourth connecting pin 35 is omitted, and a pin connecting hole 35A of the auxiliary shaft 30 into which the fourth connecting pin 35 is fitted is illustrated.
- a lever slit 36 through which the lever 31 is inserted is formed in the side wall 7 on the intake side of the oil pan upper 6.
- the arm length D1 that is the distance between the rotation center of the auxiliary shaft 30 and the center of the connection pin hole 35A into which the fourth connection pin 35 is fitted.
- the fourth connecting pin 35 is positioned inside the journal portion 38, that is, the journal portion 38 includes the fourth connecting pin 35.
- the journal portion 38 is formed with a slit 39 for avoiding interference with the lever 31.
- the bearing sleeve 37 of this embodiment is a metal integral part, but two parts having a semi-cylindrical bearing surface are fastened with bolts or the like to constitute a bearing member having the same shape as the bearing sleeve 37. You may make it do.
- the arm length D3 which is the distance between the rotation center of the journal portion 38 and the center of the connecting pin hole 35A, is the radius of the journal portion 38 (1 of the diameter D4). / 2) is set longer (D3> (D4 / 2)). That is, since the portion of the connecting pin hole 35A projects in an arm shape radially outward from the journal portion 38, the journal portion 38 is offset in the axial direction from the portion of the connecting pin hole 35A. Therefore, the axial dimension D6 of the auxiliary shaft 30 increases accordingly.
- the connecting pin hole 35A can be provided inside the journal portion 38 as described above, and it is not necessary to provide both at separate axial positions.
- the axial dimension D5 of the auxiliary shaft 30 can be greatly shortened.
- the journal portion 38 it is necessary to secure a predetermined bearing area in order to ensure the bearing strength, but in this embodiment (A) where the diameter D2 of the journal portion 38 is large, the diameter D4 of the journal portion 38 is small.
- the axial dimension of the journal portion 38 itself can be shortened while ensuring an equivalent bearing area.
- the axial dimension of the housing 22 that houses the auxiliary shaft 30 together with the speed reducer 21 can be shortened. For this reason, especially in the case where the motor 20, the housing 22, the oil cooler 23, etc. are arranged in series along the engine longitudinal direction before and after the housing 22 as shown in FIG. By doing so, the engine mountability can be improved.
- the speed reducer 21 uses a known harmonic drive mechanism, and includes a wave generator 41, a flex spline 42 arranged on the outer periphery of the wave generator 41, and a circular spline arranged in parallel on the outer periphery of the flex spline.
- S43 and the circular spline D44 are roughly constituted by four parts.
- the flex spline 42 is a thin ring-shaped metal elastic part, and teeth are carved on the outer periphery.
- the circular spline D44 has the same number of teeth as the flex spline 42 on the inner periphery, and meshes with the flex spline 42 elastically deformed elliptically at two locations along the long axis of the ellipse.
- the circular spline S43 has two teeth less than the flexspline 42 on the inner periphery, and is also meshed with the flexspline 42 at two locations along the long axis of the ellipse.
- the wave generator 41 is fixed to the input shaft of the speed reducer 21 that rotates integrally with the rotating shaft of the variable compression ratio motor 20, and the circular spline D is fixed to the auxiliary shaft 30 as the output shaft of the speed reducer 21, and the circular The spline S is fixed to a motor cover 47 that is fixed to the housing 22 side. Accordingly, the rotation of the input shaft of the speed reducer 21 is decelerated at a predetermined reduction ratio and transmitted to the output shaft side.
- Reference numeral 48 denotes a ball bearing that rotatably supports an elliptical cam 45 fixed to the input shaft of the speed reducer 21.
- speed reducer 21 is not limited to the one using the harmonic drive mechanism as in the present embodiment, and other types of speed reducers such as a cyclo speed reducer can also be used.
- the oil passage forming body 50 is interposed between the engine front side surface of the housing 22 and the engine rear side surface of the oil cooler 23, and its filter mounting flange 50 ⁇ / b> C (FIG. 7). , See FIG. 8), an oil filter 24 containing a filter element is attached. Inside the oil passage forming body 50, a plurality of oil passages 51 to 58 through which lubricating oil (working oil) flows are formed.
- the lubricating oil is supplied from the inside of the engine body to the oil cooler 23 through the first oil passage 51 and the second oil passage 52 formed in the oil passage forming body 50. Supplied.
- the first oil passage 51 is open at one end to the engine body attachment surface 50A of the oil passage forming body 50 that is fixed to the side wall 7 on the intake side of the oil pan upper 6, and the second oil passage 52 is a first oil passage. While intersecting with the path 51, one end is open to the cooler mounting surface 50B to which the oil cooler 23 is fixed.
- the lubricating oil discharged from the oil cooler 23 communicates with the third oil passage 53 that opens to the cooler mounting surface 50 ⁇ / b> B, the fourth oil passage 54 that communicates with the third oil passage 53, and the fourth oil passage 54.
- the oil is supplied to the oil filter 24 via a fifth oil passage 55 extending in the circumferential direction formed in the filter mounting flange 50C.
- the filter-purified lubricating oil discharged from the oil filter 24 intersects with the sixth oil passage 56 having one end opened in the filter mounting flange 50C, and one end opened in the engine body mounting surface 50A. Through the seventh oil passage 57 to be returned to the inside of the engine body.
- a part of the lubricating oil immediately after the filter purification discharged from the oil filter 24 is supplied to the lubricating portion in the housing 22 via the bypass oil passage 58.
- the bypass oil passage 58 has one end communicating with the seventh oil passage 57 and formed from the oil passage forming body 50 to the inside of the housing 22.
- the lubricating oil immediately after purification that has passed through the oil filter 24 via the bypass oil passage 58 is lubricated at the lubricating portion of the speed reducer 21 that is accommodated inside the housing 22 in addition to the bearing portion of the journal 38, specifically.
- These are supplied to the meshing portion of the flexspline 42, the circular spline S43 and the circular spline D44, the bearing portions of the ball bearings 46 and 48, and the like.
- the inside of the housing 22 rotates through a slight gap between a partition wall portion 61 provided in the housing 22 and a circular opening hole 62 formed in the center of the partition wall portion 61.
- the wave generator 41, the flex spline 42, the circular spline S43, the circular spline D44 and their lubrication parts, which are the main components of the speed reducer 21, are arranged by the large diameter portion 63 of the auxiliary shaft 30 that fits loosely as possible.
- the reduction gear storage chamber 64 and most of the auxiliary shaft 30 are arranged, and the auxiliary shaft storage chamber 65 facing the lever slit 36 (see FIG. 4) through which the lever 31 connected to the auxiliary shaft 30 is inserted. And it is divided into.
- Lubricating oil is first supplied to the reducer accommodation chamber 64 via the bypass oil passage 58, and the lubricating oil stored in the reduction gear accommodation chamber 64 is accommodated in the auxiliary shaft via an oil hole 66 and the like described later. It is supplied to the chamber 65.
- the lubricating oil stored in the auxiliary shaft housing chamber 65 is returned to the inside of the upper oil pan 6 (engine body) via the lever slit 36.
- the reduction gear storage chamber 64 and the auxiliary shaft storage chamber are formed in the large-diameter portion 63 (rotary body) of the auxiliary shaft 30 that partitions the inside of the housing 22 into the reduction gear storage chamber 64 and the auxiliary shaft storage chamber 65.
- An oil hole 66 (see FIGS. 4 and 11) communicating with 65 is formed through. That is, the oil hole 66 is formed in the large-diameter portion 63 that constitutes a part of the wall surface of the speed reducer accommodation chamber 64.
- the oil hole 66 is disposed at a position radially away from the rotation center of the large diameter portion 63, and rotates the auxiliary shaft 30 that rotates in conjunction with the control shaft 14. The height position changes according to the position.
- the large-diameter portion 63 is set to have a larger radial dimension than the journal portion 38.
- the speed reducer accommodation chamber 64 and the auxiliary shaft accommodation chamber 65 communicate with the bottom wall portion of the housing 22 in the same manner as the oil hole 66 described above.
- Auxiliary oil holes 67 are formed.
- the auxiliary oil hole 67 is an orifice passage having a diameter and an opening area smaller than that of the oil hole 66.
- the auxiliary oil hole 67 is positioned lower than the oil hole 66 in the vertical direction, specifically, the lowermost end portion of the housing 22. Is arranged.
- FIG. 11 shows the position of the oil hole 66 in accordance with the rotational position of the auxiliary shaft 30 (that is, the engine compression ratio setting state).
- FIG. 11A shows a low compression ratio used in a high temperature / high load range.
- FIG. 11B shows a setting state of a high compression ratio used in a low temperature / low load range.
- Two-dot chain lines G1 to G3 in the figure represent the height position of the oil level. That is, these two-dot chain lines G1 to G3 are lines parallel to the horizontal direction in the on-vehicle state.
- the oil level height positions G1 and G2 of the lubricating oil stored in the speed reducer accommodating chamber 64 are approximately in the vicinity of the lower end position of the oil hole 66.
- the oil hole 66 is located at a higher position than the high compression ratio shown in FIG.
- the position of the oil hole 66 is set so that the oil level height G1 in the speed reducer accommodation chamber 64 at the time is higher than the oil level height G2 in the speed reducer accommodation chamber 64 at the time of the high compression ratio. ing.
- the oil level height G1 in the reducer housing chamber 64 is increased to increase the amount of lubricating oil in the reducer housing chamber 64. Further, it is possible to improve the lubricity / cooling property of the speed reducer 21 in the high temperature / high load region, and to improve the durability / reliability.
- the oil level height G2 in the reducer housing chamber 64 is relatively lowered to reduce the amount of lubricating oil in the reducer housing chamber 64. By doing so, the oil stirring resistance accompanying rotation of the reduction gear 21 can be reduced.
- the oil level is adjusted according to the engine compression ratio, and the oil hole 66 is formed in the auxiliary shaft 30 as a rotating body that rotates in conjunction with the control shaft 14.
- the oil level in the housing 22 is at a position higher than the seal portion of the motor input shaft of the variable compression ratio motor 20, the internal temperature of the variable compression ratio motor 20 is cooled, and the inside of the motor 20 is cooled.
- the oil level height position G1, G2 in the engine operating state is set to a position lower than the lower end of the seal portion of the motor input shaft of the variable compression ratio motor 20, thereby It is possible to suppress / avoid oil intrusion to the motor side.
- the oil level height position G3 in the speed reducer accommodating chamber 64 when the engine is stopped is the maximum of the housing 22 in the vicinity of the auxiliary oil hole 67 regardless of the setting of the engine compression ratio, as shown in FIG.
- the oil level height position G4 in the vicinity of the lower end position and the oil level height G4 in the auxiliary shaft housing chamber 65 is also in the vicinity of the lowermost position of the housing 22 as shown in FIG. Most of them are discharged.
- the auxiliary oil hole 67 is formed in the bottom of the housing 22. Further, foreign matter that precipitates at the bottom of the housing 22 can be discharged together with the lubricating oil, and wear of the speed reducer 21 can be suppressed. Further, when the reduction gear 21 and the variable compression ratio motor 20 are disassembled and assembled, the lubricating oil has already been removed from the housing 22, so that oil leakage during maintenance can be suppressed, and maintenance can be performed. Also excellent in properties.
- the oil filter 24 is attached to the housing 22 that houses the speed reducer 21 via the oil passage forming body 50, and purification that has passed through the oil filter 24.
- a bypass oil passage 58 is provided for supplying a part of the later lubricating oil to the lubricating portion of the speed reducer 21 disposed in the speed reducer accommodation chamber 64 of the housing 22. Therefore, the lubricating oil immediately after the foreign matter is removed by the oil filter 24 can be supplied to the lubricating portion of the reduction gear 21 through the shortest route via the bypass oil passage 58, and the foreign matter to the reduction gear storage chamber 64 can be supplied. Thus, the reliability and durability of the speed reducer 21 can be improved.
- variable compression ratio motor 20 and the housing 22 housing the speed reducer 21 are provided on the intake side of an oil pan upper 6 as an engine body in order to protect from exhaust heat. It is attached to the side wall 7.
- the oil cooler 23 for cooling the lubricating oil is attached to the housing 22 together with the oil filter 24, so that the oil cooler 23 and the oil filter 24 are concentrated around the housing 22 to improve engine mountability.
- the oil passage can be simplified and shortened.
- the oil cooler 23 is fixed to the housing 22 with the oil passage forming body 50 thinner than the oil filter 24 interposed therebetween, and the oil filter 24 is attached to the oil passage forming body 50.
- the oil passages 51 to 58 through which the lubricating oil flows are formed.
- the oil filter 24 is disposed at a position away from the oil cooler 23, the oil passage forming body 50, the housing 22 and the like disposed in series in the longitudinal direction of the engine. As a result, the engine longitudinal dimension can be shortened to improve engine mountability.
- the oil passage forming body 50 includes oil passages 51 and 52 for supplying lubricating oil from the engine body to the oil cooler 23, and oil passages 53 and 54 for supplying lubricating oil from the oil cooler 23 to the oil filter 24. 55, oil passages 56 and 57 for supplying the lubricating oil from the oil filter 24 to the engine main body, and a bypass oil passage 58 for supplying the lubricating oil from the oil filter 24 to the lubricating portion of the speed reducer.
- the oil passages for supplying the lubricating oil to the lubrication parts of the oil cooler 23, the oil filter 24, and the speed reducer 21 are collected in the oil passage forming body 50 arranged between the oil cooler 23 and the housing 22. Thus, the oil passage can be shortened and the apparatus can be made compact.
- control shaft 14 disposed inside the engine body, and the auxiliary shaft 30 that is rotatably supported in the housing 22 and rotates integrally with the output shaft of the speed reducer 21. are connected by a lever 31 inserted through a lever slit 36 formed in the side wall 7 of the engine body.
- One end of the lever 31 and the auxiliary shaft 30 are connected by a fourth connecting pin 35 so as to be relatively rotatable.
- the connection pin hole 35A through which the connection pin is inserted is located inside the journal portion 38. That is, the arm length D1 from the center of the journal portion 38 to the center of the connecting pin hole 35A is set to be shorter than the radius (D2 / 2) of the journal portion 38, and the connecting pin hole 35A is included in the journal portion 38. It has a form. As a result, the radial dimension of the journal portion 38 can be enlarged, the axial dimension D5 of the auxiliary shaft 30 can be suppressed while securing the bearing area, and engine mountability can be improved.
- the axial dimension D5 of the auxiliary shaft 30 including the journal part 38 is set shorter than the radial dimension D2 of the journal part 38, A sufficient reduction in axial dimension is achieved.
- the radial dimension 38A of the actuator-side portion is set larger than the radial dimension 38B of the non-actuator-side portion.
- the actuator side portion to which the motor 20 and the speed reducer 21 are attached vibrates with the motor 20 and the speed reducer 21 acting as a weight, so that the input load is larger than the portion on the non-actuator side.
- journal portion 38 is provided with a fan-like protrusion 70 that partially protrudes in the axial direction at a portion where the connection pin hole 35 ⁇ / b> A is provided.
- both side surfaces 70A and 70B in the circumferential direction of the protruding portion 70 are configured to be able to contact stopper surfaces 71A and 71B set on the housing 22 side.
- the movable range of the auxiliary shaft 30 is limited within a range where both side surfaces 70A and 70B of the protruding portion 70 of the journal portion 38 abut against the stopper surfaces 71A and 71B, and the rotational range of the control shaft 14, that is, the engine compression ratio.
- the maximum surface pressure acting on the bearing portion can be reduced by receiving a part of the maximum combustion load at the contact portion between the two.
- the axial dimension of the protruding portion 70 in which the connecting pin hole 35A is disposed is increased, the rigidity of the bearing portion of the connecting pin hole 35A is improved, and the connecting pin is prevented from coming off inside the protruding portion 70.
- the snap ring groove into which the snap ring is fitted can be easily provided without increasing the axial dimension.
- the bearing sleeve 37 that rotatably supports the journal portion 38 of the auxiliary shaft 30 is separated from the housing 22.
- the two bolts 72 are used for fixing.
- the difference in thermal expansion coefficient between the auxiliary shaft 30 and the bearing sleeve 37 is set smaller than the difference in thermal expansion coefficient between the bearing sleeve 37 and the housing 22.
- the material of the housing 22 is aluminum
- the material of the bearing sleeve 37 is iron
- the material of the auxiliary shaft 30 is iron
- the bearing sleeve 37 is fixed to the housing 22 on one side surface by a cylindrical portion 73 that rotatably supports the journal portion 38 of the auxiliary shaft 30 and two bolts 72.
- a mounting base 74 having a flat housing mounting surface 74A is integrally formed of an iron material.
- the cylindrical portion 73 is formed with a slit 36 through which the lever 31 is inserted.
- the maximum combustion load is set to act on the position between the two bolts 72 on the inner peripheral surface of the bearing sleeve 37 on the mounting base 74 side.
- the tensile load (inertia load) due to the inertial force acting on the bolt 72 is as small as about 50% of the combustion load, so it acts in the opening direction of the bolt fastening surface. Force can be suppressed.
- the load is distributed to the lightweight aluminum housing 22 through the iron bearing sleeve 37 having rigidity higher than that of aluminum, the deformation of the aluminum housing 22 is suppressed, and the fluctuation of the engine compression ratio is consequently reduced. Can be suppressed.
- FIG. 17A shows a bearing sleeve 37A of a reference example in which the bearing sleeve is cylindrical and the bearing thickness is uniform over the entire circumference.
- the rigidity of the thin central portion 74 ⁇ / b> B on which the maximum combustion load acts is fastened by the two bolts 72 in the mounting base portion 74 of the bearing sleeve 37. It is set to be lower than the rigidity of the thick bolt fastening portions 74C on both sides. Accordingly, when the maximum combustion load is applied, the maximum contact portion with the bearing sleeve 37 becomes two points in the vicinity of the bolt fastening portion of the bearing sleeve 37, and the load is mainly supported at these two points. Compared to the reference example shown in FIG. 17A in which the combustion load is supported at one point, the friction is increased about 1 to 1.4 times. For this reason, when the maximum combustion load is applied, the holding torque of the control shaft 14 can be reduced by increasing the friction.
- a connecting pin assembly window 75 facing the fourth connecting pin 35 is formed through the oil passage forming body 50 of the oil filter 24. Therefore, at the time of assembling, the housing 22 is fastened to the side wall 7 of the oil pan upper 6 with bolts in a state where the oil passage forming body 50 is assembled to the housing 22 in advance, and then the connecting pin assembling window 75 is passed through.
- the lever 31 and the auxiliary shaft 30 can be connected so as to be relatively rotatable.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
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Abstract
Description
Claims (14)
- アクチュエータにより回転駆動される制御シャフトの回転位置に応じて機関圧縮比を変更可能な可変圧縮比機構と、
上記アクチュエータの回転を減速して上記制御シャフトへ伝達する減速機と、を有し、
上記アクチュエータと減速機とがハウジングを介して機関本体の側壁に取り付けられる可変圧縮比内燃機関において、
潤滑油内の異物を除去するオイルフィルタをハウジングに付設するとともに、
上記オイルフィルタを通過した潤滑油の一部を、上記ハウジング内に配置された減速機の潤滑部位へ供給するバイパス油路を設けた可変圧縮比内燃機関。 - 上記ハウジングが、機関本体の吸気側の側壁に取り付けられ、
上記アクチュエータと減速機とが機関前後方向に沿って配置されている請求項1に記載の可変圧縮比内燃機関。 - 潤滑油を冷却するオイルクーラを上記オイルフィルタとともに上記ハウジングに付設する請求項1又は2に記載の可変圧縮比内燃機関。
- 上記オイルフィルタが、潤滑油が通流する油路が形成された油路形成体に取り付けられ、この油路形成体を挟んで上記オイルクーラが上記ハウジングに固定されている請求項3に記載の可変圧縮比内燃機関。
- 上記油路形成体には、
上記機関本体からオイルクーラへ潤滑油を供給する油路と、
上記オイルクーラからオイルフィルタへ潤滑油を供給する油路と、
上記オイルフィルタから機関本体へ潤滑油を供給する油路と、
上記オイルフィルタから上記減速機の潤滑部位へ潤滑油を供給する上記バイパス油路と、が設けられている請求項4に記載の可変圧縮比内燃機関。 - 上記ハウジング内に回転可能に支持されて、上記減速機の出力軸と一体的に回転する補助シャフトと、
上記制御シャフトと上記補助シャフトとを連結するレバーと、
上記レバーの一端と上記補助シャフトとを相対回転可能に連結する連結ピンと、を有し、
上記補助シャフトには、上記ハウジング内に回転可能に支持されるジャーナル部が設けられるとともに、上記連結ピンが挿通する連結ピン孔が形成され、
この連結ピン孔が、上記ジャーナル部の内側に設けられている請求項1~5のいずれかに記載の可変圧縮比内燃機関。 - 上記補助シャフトのジャーナル部の軸方向寸法が、上記ジャーナル部の径方向寸法よりも短く設定されている請求項6に記載の可変圧縮比内燃機関。
- 上記ジャーナル部は、アクチュエータ側の部分の径方向寸法が、反アクチュエータ側の部分の径方向寸法よりも大きく設定されている請求項6又は7に記載の可変圧縮比内燃機関。
- 上記ジャーナル部は、最大燃焼荷重が作用する部分の軸方向寸法が、最大燃焼荷重が作用しない部分の軸方向寸法よりも大きく設定されている請求項6~8のいずれかに記載の可変圧縮比内燃機関。
- 上記ジャーナル部には、部分的に軸方向に突出する扇状の突出部が設けられ、この突出部の周方向側面が、上記ハウジング側に設定されたストッパ面に当接するように構成されている請求項6~9のいずれかに記載の可変圧縮比内燃機関。
- 上記補助シャフトのジャーナル部を回転可能に支持する軸受部材が、上記ハウジングに固定されており、
、上記補助シャフトと軸受部材との熱膨張率差が、上記軸受部材とハウジングとの熱膨張率差よりも小さい請求項6~10のいずれかに記載の可変圧縮比内燃機関。 - 上記軸受部材が少なくとも2本のボルトによってハウジングの一側面に締結されており、
上記軸受部材の内周面のうち、上記2本のボルトに挟まれる位置に、最大燃焼荷重が作用するように設定されている請求項11に記載の可変圧縮比内燃機関。 - 上記軸受部材は、最大燃焼荷重が作用する部分の剛性が、上記2本のボルトのボルト締結部分の剛性よりも低くなるように設定されている請求項12に記載の可変圧縮比内燃機関。
- 上記オイルフィルタが、潤滑油が通流する油路が形成された油路形成体に取り付けられ、この油路形成体を挟んで上記オイルクーラが上記ハウジングに固定されており、
上記油路形成体に、上記連結ピンに臨んだ連結ピン組付窓が貫通形成されており、
組付状態では、上記油路形成体の一端が上記オイルクーラの側面により閉塞されるように構成されている請求項6~13のいずれかに記載の可変圧縮比内燃機関。
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EP12852527.6A EP2787196B1 (en) | 2011-11-29 | 2012-10-09 | Variable compression ratio internal combustion engine |
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US9422872B2 (en) | 2016-08-23 |
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