WO2016027358A1 - Internal combustion engine for vehicle - Google Patents

Internal combustion engine for vehicle Download PDF

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Publication number
WO2016027358A1
WO2016027358A1 PCT/JP2014/071956 JP2014071956W WO2016027358A1 WO 2016027358 A1 WO2016027358 A1 WO 2016027358A1 JP 2014071956 W JP2014071956 W JP 2014071956W WO 2016027358 A1 WO2016027358 A1 WO 2016027358A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
internal combustion
link
combustion engine
control
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PCT/JP2014/071956
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French (fr)
Japanese (ja)
Inventor
高橋　英二
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2014/071956 priority Critical patent/WO2016027358A1/en
Publication of WO2016027358A1 publication Critical patent/WO2016027358A1/en

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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
    • 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

Definitions

  • the present invention relates to an internal combustion engine for a vehicle provided with a multi-link type piston crank mechanism.
  • a multi-link type piston crank mechanism has been widely used in which a piston and a crank pin of a crankshaft are linked by a plurality of links, and one of the plurality of links and a control shaft disposed below the crankshaft are linked by a control link.
  • the internal combustion engine for a vehicle is such that the control link swings with respect to a reference straight line along a vertical direction passing through a connection position between the control shaft and the control link of the multi-link piston crank mechanism as viewed in the axial direction of the crankshaft.
  • the center position of the moving range is set to the front side of the vehicle.
  • the engine oil in the oil pan when the vehicle accelerates forward, the engine oil in the oil pan is biased toward the vehicle rear side due to inertia, so that the engine oil in the oil pan is less likely to interfere with the control link, and the friction during acceleration is increased. Can be reduced.
  • FIG. 6 is an explanatory diagram schematically showing the correlation between the acceleration / deceleration of the vehicle and the engine oil oil level in the second embodiment of the present invention, where (a) is during acceleration, and (b) is when there is no acceleration / deceleration. c) shows the time of deceleration.
  • FIG. 1 is an explanatory view schematically showing a schematic configuration of a multi-link type piston crank mechanism 2 provided in an internal combustion engine 1 of the present invention.
  • the multi-link type piston crank mechanism 2 includes a lower link 5 rotatably attached to a crank pin 4 of a crankshaft 3, an upper link 7 connecting the lower link 5 and the piston 6, and an eccentric shaft portion 9.
  • a control shaft 8 provided, and a control link 10 that connects the eccentric shaft portion 9 and the lower link 5 are provided.
  • the eccentric shaft portion 9 is eccentric with respect to the rotation center of the control shaft 8.
  • the crankshaft 3 is rotatably supported by the cylinder block 11.
  • the upper link 7 has one end rotatably connected to the piston 6 via the piston pin 12 and the other end rotatably connected to one end of the lower link 5 via the first connecting pin 13.
  • the control link 10 has one end rotatably connected to the other end portion of the lower link 5 via the second connecting pin 14 and the other end rotatably connected to the eccentric shaft portion 9.
  • the control link 10 can swing around a connection position with the control shaft 8.
  • the control shaft 8 is disposed below the crankshaft 3 in parallel with the crankshaft 3 and is rotatably supported by the cylinder block 11.
  • the control shaft 8 is rotationally driven by an actuator (not shown), and its rotational position is controlled.
  • the actuator may be, for example, an electric motor or a hydraulically driven actuator.
  • the axial direction of the crankshaft 3 is aligned with the width direction of the vehicle in the engine room where the internal combustion engine 1 is located in front of the vehicle compartment of the vehicle 21.
  • the cylinder head is mounted in a tilted state so that the cylinder head side is positioned on the vehicle rear side (left side in FIG. 2).
  • a cylinder head (not shown) is attached to the upper surface of the cylinder block 11.
  • the internal combustion engine 1 is disposed in a crank chamber 26 defined by a cylinder block 11, an oil pan 25 attached to the lower surface of the cylinder block 11, and the cylinder block 11 and the oil pan 25.
  • the multi-link type piston crank mechanism 2 is provided. Note that reference numeral 27 in FIG. 3 denotes engine oil staying in the oil pan 25.
  • the multi-link piston crank mechanism 2 has a swing range of the control link 10 with respect to a reference straight line L ⁇ b> 1 along the vertical direction passing through the eccentric shaft portion 9 as viewed in the crankshaft axial direction. Is set so that its center position is on the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a half straight line L2 (in FIG. 3) along the control link 10 when it is located at the center of the swing range starting from the eccentric shaft portion 9 as viewed in the crankshaft axial direction. (Broken line) is set to be closer to the vehicle front side than the reference straight line L1.
  • the multi-link type piston crank mechanism 2 is relative to the reference straight line L ⁇ b> 1 along the vertical direction passing through the connection position of the control shaft 8 and the control link 10 in the crankshaft axial view.
  • the center position of the swing range of the control link 10 is set to the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a halfway along the control link 10 when it is located at the center of the swing range starting from the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft.
  • a straight line L2 (broken line in FIG. 3) is set to be closer to the vehicle front side than the reference straight line L1.
  • the multi-link type piston crank mechanism 2 has a connecting position between the control link 10 and the eccentric shaft portion 9 in the oil pan 25 on the vehicle front side as viewed in the crankshaft axial direction. Yes. That is, in FIG. 3, the connection position of the control link 10 and the eccentric shaft portion 9 is disposed on the vehicle front side from the center position of the oil pan 25 in the vehicle front-rear direction.
  • the multi-link type piston crank mechanism 2 is configured such that the connection position between the control shaft 8 and the control link 10 is disposed on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction. Yes. That is, in FIG. 3, the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
  • FIG. 4 schematically shows the correlation between the acceleration / deceleration of the vehicle and the oil level of the engine oil in the oil pan 25 in the internal combustion engine 1 of the first embodiment.
  • FIG. b) shows no acceleration / deceleration
  • (c) shows deceleration.
  • the engine oil 27 in the oil pan 25 is biased toward the vehicle rear side due to inertial force.
  • the oil level in the oil pan 25 is substantially horizontal when the vehicle is stopped at constant speed or without acceleration / deceleration.
  • the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertial force.
  • the center position of the swing range of the control link 10 is set to the front side of the vehicle with respect to the reference straight line L1 when viewed in the crankshaft axial direction. Therefore, during acceleration, the engine oil 27 in the oil pan 25 does not easily interfere with the control link 10, and friction during acceleration can be reduced.
  • the internal combustion engine 1 of the first embodiment can improve the fuel consumption as a whole including when accelerating and decelerating.
  • the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction.
  • the engine oil 27 in the oil pan 25 is relatively distant from the connecting portion between the control shaft 8 and the control link 10.
  • the eccentric shaft portion 9 is disposed on the vehicle front side with respect to the rotation center of the control shaft 8 as viewed in the crankshaft axial direction.
  • the engine oil 27 in the engine 25 is moved away from the connecting portion between the control shaft 8 and the control link 10. Therefore, even with these configurations, the internal combustion engine 1 of the first embodiment can suppress the interference of the engine oil 27 in the oil pan 25 with the control link 10 when the vehicle is accelerated, and reduce the friction during acceleration. it can.
  • the internal combustion engine 1 of the first embodiment is mounted on the vehicle so that the cylinder head side is located on the rear side of the vehicle as viewed in the axial direction of the crankshaft, the engine oil 27 in the oil pan 25 is controlled. It will move away from the link 10 relatively. Therefore, the internal combustion engine 1 of the first embodiment is also advantageous in reducing friction because the interference of the engine oil 27 in the oil pan with the control link 10 is suppressed in this respect as well.
  • the internal combustion engine 31 of the second embodiment has substantially the same configuration as the internal combustion engine 1 of the first embodiment described above, but is mounted upright on the vehicle 21 as shown in FIG.
  • the multi-link piston crank mechanism 2 has a swing range of the control link 10 with respect to a reference straight line M ⁇ b> 1 along the vertical direction passing through the eccentric shaft portion 9 as viewed in the crankshaft axial direction. Is set so that its center position is on the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a half straight line M2 (in FIG. 6) along the control link 10 when it is located at the center of the swing range starting from the eccentric shaft portion 9 when viewed in the crankshaft axial direction. (Broken line) is set to be closer to the vehicle front side than the reference straight line M1.
  • the multi-link type piston crank mechanism 2 is relative to the reference straight line M ⁇ b> 1 along the vertical direction passing through the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft.
  • the center position of the swing range of the control link 10 is set to the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a halfway along the control link 10 when it is located at the center of the swing range starting from the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft.
  • a straight line M2 (broken line in FIG. 6) is set to be on the vehicle front side with respect to the reference straight line M1.
  • the multi-link type piston crank mechanism 2 is configured such that the connection position between the control link 10 and the eccentric shaft portion 9 is disposed on the vehicle front side in the oil pan 25 when viewed in the crankshaft axial direction. Yes. That is, in FIG. 6, the connection position between the control link 10 and the eccentric shaft portion 9 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
  • the multi-link type piston crank mechanism 2 is configured such that the connection position of the control shaft 8 and the control link 10 is disposed on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction. Yes. That is, in FIG. 6, the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
  • FIG. 7 is an explanatory diagram schematically showing the correlation between the acceleration / deceleration of the vehicle and the engine oil oil level in the oil pan 25 in the internal combustion engine 31 of the second embodiment.
  • FIG. (B) shows no acceleration / deceleration
  • (c) shows the deceleration.
  • the engine oil 27 in the oil pan 25 is biased toward the vehicle rear side due to inertial force.
  • the oil level in the oil pan 25 is substantially horizontal when the vehicle is stopped at constant speed or without acceleration / deceleration.
  • the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertial force.
  • the center position of the swing range of the control link 10 is set to the vehicle front side with respect to the reference straight line M1 in the crankshaft axial direction view.
  • the engine oil 27 in the oil pan 25 is less likely to interfere with the control link 10, and friction during acceleration can be reduced.
  • the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertia, so that the engine oil 27 in the oil pan 25 is likely to interfere with the control link 10 to increase friction. .
  • the internal combustion engine 31 has a low load or no load, and in some cases is in a so-called fuel cut state, so that the fuel consumption is smaller than at the time of acceleration and the influence on the fuel consumption due to the increase in friction is limited. It becomes the target. That is, also in the internal combustion engine 31 of the second embodiment, the fuel consumption can be improved as a whole including the time of acceleration and the time of deceleration.
  • the connecting position of the control shaft 8 and the control link 10 is arranged in the front side of the vehicle in the oil pan 25 when viewed from the crankshaft axial direction.
  • the engine oil 27 in the pan 25 is relatively distant from the connection portion between the control shaft 8 and the control link 10.
  • the eccentric shaft portion 9 is arranged on the vehicle front side with respect to the rotation center of the control shaft 8 as viewed in the crankshaft axial direction.
  • the engine oil 27 in the engine 25 is moved away from the connecting portion between the control shaft 8 and the control link 10. Therefore, in the internal combustion engine 31 of the second embodiment, even with these configurations, when the vehicle is accelerated, the interference of the engine oil 27 in the oil pan 25 with respect to the control link 10 is suppressed, and friction during acceleration can be reduced. it can.
  • the control shaft 8 has the eccentric shaft portion 9, but in the present invention, the control shaft 8 does not have the eccentric shaft portion 9.
  • the present invention is also applicable to an internal combustion engine for a vehicle provided with a link type piston crank mechanism. In this case, since the swing support position at the other end of the control link 10 does not change, the position of the piston 6 at the piston top dead center does not change, and the engine compression ratio is not changed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Transmission Devices (AREA)

Abstract

A double-link piston crank mechanism (2) is set such that, from the perspective of the crank shaft axis direction, the central position of an oscillation range of a control link (10) is towards the front of the vehicle with respect to a reference line (L1) drawn along a vertical direction through an eccentric axis portion (9). More specifically, the double-link piston crank mechanism (2) is set such that, from the perspective of the crank shaft axis direction, a ray (L2) with a starting point at the eccentric axis portion (9) and running along the control link (10) when the control link is positioned at the center of the oscillation range is further towards the front of the vehicle than the reference line (L1).

Description

車両用内燃機関Internal combustion engine for vehicles
　本発明は、複リンク式ピストンクランク機構を備えた車両用内燃機関に関する。 The present invention relates to an internal combustion engine for a vehicle provided with a multi-link type piston crank mechanism.
　ピストンとクランクシャフトのクランクピンとを複数のリンクにより連係し、かつこれら複数のリンクの１つとクランクシャフト下方に配置されたコントロールシャフトと、をコントロールリンクにより連結した複リンク式ピストンクランク機構が従来から広く知られている。 A multi-link type piston crank mechanism has been widely used in which a piston and a crank pin of a crankshaft are linked by a plurality of links, and one of the plurality of links and a control shaft disposed below the crankshaft are linked by a control link. Are known.
　例えば、特許文献１、２には、このような複リンク式ピストンクランク機構において、コントロールリンクのシャフト側端部の下側をバッフルカップで覆い、制御シャフトの制御偏心軸部に揺動可能に取り付けられる上記コントロールリンクのシャフト側端部がオイルパン内のエンジンオイルと干渉しないようにした構成が開示されている。 For example, in Patent Documents 1 and 2, in such a multi-link type piston crank mechanism, the lower side of the end portion of the shaft side of the control link is covered with a baffle cup and attached to the control eccentric shaft portion of the control shaft so as to be swingable. A configuration is disclosed in which the shaft side end portion of the control link is not interfered with engine oil in the oil pan.
　しかしながら、これら特許文献１、２に開示された複リンク式ピストンクランク機構を車両搭載用の内燃機関に適用した場合でも、走行中に急加速等が行われるとエンジンオイルが跳ね上がって上記バッフルカップ内に侵入してしまう可能性があり、上記コントロールリンクが上記バッフルカップ内に侵入したエンジンオイルと干渉してフリクションが増加してしまう虞がある。 However, even when the multi-link type piston crank mechanism disclosed in Patent Documents 1 and 2 is applied to an internal combustion engine mounted on a vehicle, if sudden acceleration or the like is performed during traveling, the engine oil jumps up and the inside of the baffle cup The control link interferes with engine oil that has entered the baffle cup, and the friction may increase.
特開２０１１－２４１７９５号公報JP 2011-241895 A 特開２０１１－２４１７９６号公報JP2011-241796A
　本発明の車両用内燃機関は、クランクシャフト軸方向視で、複リンク式ピストンクランク機構のコントロールシャフトとコントロールリンクとの連結位置を通る鉛直方向に沿った基準直線に対して、上記コントロールリンクの揺動範囲の中心位置が車両前方側になるよう設定されている。 The internal combustion engine for a vehicle according to the present invention is such that the control link swings with respect to a reference straight line along a vertical direction passing through a connection position between the control shaft and the control link of the multi-link piston crank mechanism as viewed in the axial direction of the crankshaft. The center position of the moving range is set to the front side of the vehicle.
　本発明によれば、車両が前方に加速すると、オイルパン内のエンジンオイルは慣性により車両後方側に偏るため、コントロールリンクに対してオイルパン内のエンジンオイルが干渉しにくくなり、加速時のフリクションを低減することができる。 According to the present invention, when the vehicle accelerates forward, the engine oil in the oil pan is biased toward the vehicle rear side due to inertia, so that the engine oil in the oil pan is less likely to interfere with the control link, and the friction during acceleration is increased. Can be reduced.
本発明に係る車両用内燃機関が有する複リンク式ピストンクランク機構の概略構成を模式的に示した説明図。BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which showed typically schematic structure of the multilink type piston crank mechanism which the internal combustion engine for vehicles which concerns on this invention has. 本発明の第１実施例における車両用内燃機関の車載状態を模式的に示した説明図。Explanatory drawing which showed typically the vehicle-mounted state of the internal combustion engine for vehicles in 1st Example of this invention. 本発明の第１実施例における車両用内燃機関を模式的に示した説明図。BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which showed typically the internal combustion engine for vehicles in 1st Example of this invention. 本発明の第１実施例における車両の加減速とエンジンオイル油面との相関を模式的に示した説明図であって、（ａ）は加速時、（ｂ）は加減速のないとき、（ｃ）は減速時を示す。It is explanatory drawing which showed typically the correlation of the acceleration / deceleration of a vehicle and engine oil oil level in 1st Example of this invention, Comprising: (a) is at the time of acceleration, (b) is when there is no acceleration / deceleration, ( c) shows the time of deceleration. 本発明の第２実施例における車両用内燃機関の車載状態を模式的に示した説明図。Explanatory drawing which showed typically the vehicle-mounted state of the internal combustion engine for vehicles in 2nd Example of this invention. 本発明の第２実施例における車両用内燃機関を模式的に示した説明図。Explanatory drawing which showed typically the internal combustion engine for vehicles in 2nd Example of this invention. 本発明の第２実施例における車両の加減速とエンジンオイル油面との相関を模式的に示した説明図であって、（ａ）は加速時、（ｂ）は加減速のないとき、（ｃ）は減速時を示す。FIG. 6 is an explanatory diagram schematically showing the correlation between the acceleration / deceleration of the vehicle and the engine oil oil level in the second embodiment of the present invention, where (a) is during acceleration, and (b) is when there is no acceleration / deceleration. c) shows the time of deceleration.
　以下、本発明の一実施例を図面に基づいて詳細に説明する。図１は本発明の内燃機関１が備える複リンク式ピストンクランク機構２の概略構成を模式的に示した説明図である。 Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is an explanatory view schematically showing a schematic configuration of a multi-link type piston crank mechanism 2 provided in an internal combustion engine 1 of the present invention.
　この複リンク式ピストンクランク機構２は、クランクシャフト３のクランクピン４に回転可能に取り付けられたロアリンク５と、このロアリンク５とピストン６とを連結するアッパリンク７と、偏心軸部９が設けられたコントロールシャフト８と、偏心軸部９とロアリンク５とを連結するコントロールリンク１０と、を有している。偏心軸部９は、コントロールシャフト８の回転中心に対して偏心している。 The multi-link type piston crank mechanism 2 includes a lower link 5 rotatably attached to a crank pin 4 of a crankshaft 3, an upper link 7 connecting the lower link 5 and the piston 6, and an eccentric shaft portion 9. A control shaft 8 provided, and a control link 10 that connects the eccentric shaft portion 9 and the lower link 5 are provided. The eccentric shaft portion 9 is eccentric with respect to the rotation center of the control shaft 8.
　クランクシャフト３は、シリンダブロック１１に回転可能に支持されている。 The crankshaft 3 is rotatably supported by the cylinder block 11.
　アッパリンク７は、一端がピストンピン１２を介してピストン６に回転可能に連結され、他端が第１連結ピン１３を介してロアリンク５の一端部に回転可能に連結されている。 The upper link 7 has one end rotatably connected to the piston 6 via the piston pin 12 and the other end rotatably connected to one end of the lower link 5 via the first connecting pin 13.
　コントロールリンク１０は、一端が第２連結ピン１４を介してロアリンク５の他端部に回転可能に連結され、他端が偏心軸部９に回転可能に連結されている。コントロールリンク１０は、コントロールシャフト８との連結位置を中心に揺動可能となっている。 The control link 10 has one end rotatably connected to the other end portion of the lower link 5 via the second connecting pin 14 and the other end rotatably connected to the eccentric shaft portion 9. The control link 10 can swing around a connection position with the control shaft 8.
　コントロールシャフト８は、クランクシャフト３の下側にクランクシャフト３と平行に配置されており、シリンダブロック１１に回転可能に支持されている。このコントロールシャフト８は、図示せぬアクチュエータによって回転駆動され、その回転位置が制御されている。なお、上記アクチュエータは、例えば、電動モータであっても油圧駆動式のアクチュエータであってもよい。 The control shaft 8 is disposed below the crankshaft 3 in parallel with the crankshaft 3 and is rotatably supported by the cylinder block 11. The control shaft 8 is rotationally driven by an actuator (not shown), and its rotational position is controlled. The actuator may be, for example, an electric motor or a hydraulically driven actuator.
　この複リンク式ピストンクランク機構２においては、コントロールシャフト８が、上記アクチュエータによって回転すると、偏心軸部９の中心位置が変化し、コントロールリンク１０の他端の揺動支持位置が変化する。そして、コントロールリンク１０の揺動支持位置が変化すると、シリンダ１５内のピストン６の行程が変化し、ピストン上死点（ＴＤＣ）におけるピストン６の位置が高くなったり低くなったりする。これにより、機関圧縮比を変えることが可能となる。 In this multi-link type piston crank mechanism 2, when the control shaft 8 is rotated by the actuator, the center position of the eccentric shaft portion 9 changes, and the swing support position of the other end of the control link 10 changes. When the swing support position of the control link 10 changes, the stroke of the piston 6 in the cylinder 15 changes, and the position of the piston 6 at the piston top dead center (TDC) becomes higher or lower. This makes it possible to change the engine compression ratio.
　本発明の第１実施例においては、図２に示すように、内燃機関１が車両２１の車室よりも前方側に位置するエンジンルームにクランクシャフト３の軸方向が車両の幅方向に沿うように横置き姿勢で、かつシリンダヘッド側が車両後方側（図２における左側）に位置するように傾いた状態で搭載されている。なお、シリンダヘッド（図示せず）は、シリンダブロック１１の上面に取り付けられるものである。 In the first embodiment of the present invention, as shown in FIG. 2, the axial direction of the crankshaft 3 is aligned with the width direction of the vehicle in the engine room where the internal combustion engine 1 is located in front of the vehicle compartment of the vehicle 21. The cylinder head is mounted in a tilted state so that the cylinder head side is positioned on the vehicle rear side (left side in FIG. 2). A cylinder head (not shown) is attached to the upper surface of the cylinder block 11.
　内燃機関１は、図３に示すように、シリンダブロック１１と、シリンダブロック１１の下面に取り付けられたオイルパン２５と、シリンダブロック１１とオイルパン２５とによって画成されるにクランク室２６に配置された複リンク式ピストンクランク機構２と、を有している。なお、図３中の２７は、オイルパン２５内に滞留しているエンジンオイルである。 As shown in FIG. 3, the internal combustion engine 1 is disposed in a crank chamber 26 defined by a cylinder block 11, an oil pan 25 attached to the lower surface of the cylinder block 11, and the cylinder block 11 and the oil pan 25. The multi-link type piston crank mechanism 2 is provided. Note that reference numeral 27 in FIG. 3 denotes engine oil staying in the oil pan 25.
　そして、複リンク式ピストンクランク機構２は、図３に示すように、クランクシャフト軸方向視で、偏心軸部９を通る鉛直方向に沿った基準直線Ｌ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側になるよう設定されている。すなわち、複リンク式ピストンクランク機構２は、クランクシャフト軸方向視で、偏心軸部９を始点とし、揺動範囲の中心に位置するときのコントロールリンク１０に沿った半直線Ｌ２（図３中の破線）が、上記基準直線Ｌ１よりも車両前方側となるように設定されている。 As shown in FIG. 3, the multi-link piston crank mechanism 2 has a swing range of the control link 10 with respect to a reference straight line L <b> 1 along the vertical direction passing through the eccentric shaft portion 9 as viewed in the crankshaft axial direction. Is set so that its center position is on the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a half straight line L2 (in FIG. 3) along the control link 10 when it is located at the center of the swing range starting from the eccentric shaft portion 9 as viewed in the crankshaft axial direction. (Broken line) is set to be closer to the vehicle front side than the reference straight line L1.
　換言すると、複リンク式ピストンクランク機構２は、図３に示すように、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置を通る鉛直方向に沿った基準直線Ｌ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側になるよう設定されている。すなわち、複リンク式ピストンクランク機構２は、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置を始点とし、揺動範囲の中心に位置するときのコントロールリンク１０に沿った半直線Ｌ２（図３中の破線）が、上記基準直線Ｌ１よりも車両前方側となるように設定されている。 In other words, as shown in FIG. 3, the multi-link type piston crank mechanism 2 is relative to the reference straight line L <b> 1 along the vertical direction passing through the connection position of the control shaft 8 and the control link 10 in the crankshaft axial view. The center position of the swing range of the control link 10 is set to the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a halfway along the control link 10 when it is located at the center of the swing range starting from the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft. A straight line L2 (broken line in FIG. 3) is set to be closer to the vehicle front side than the reference straight line L1.
　また、複リンク式ピストンクランク機構２は、図３に示すように、クランクシャフト軸方向視で、コントロールリンク１０と偏心軸部９との連結位置がオイルパン２５内の車両前方側に配置されている。すなわち、図３において、オイルパン２５の車両前後方向の中心位置よりもコントロールリンク１０と偏心軸部９との連結位置が車両前方側に配置されている。 Further, as shown in FIG. 3, the multi-link type piston crank mechanism 2 has a connecting position between the control link 10 and the eccentric shaft portion 9 in the oil pan 25 on the vehicle front side as viewed in the crankshaft axial direction. Yes. That is, in FIG. 3, the connection position of the control link 10 and the eccentric shaft portion 9 is disposed on the vehicle front side from the center position of the oil pan 25 in the vehicle front-rear direction.
　換言すると、複リンク式ピストンクランク機構２は、図３に示すように、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置がオイルパン２５内の車両前方側に配置されている。すなわち、図３において、オイルパン２５の車両前後方向の中心位置よりもコントロールシャフト８とコントロールリンク１０との連結位置が車両前方側に配置されている。 In other words, as shown in FIG. 3, the multi-link type piston crank mechanism 2 is configured such that the connection position between the control shaft 8 and the control link 10 is disposed on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction. Yes. That is, in FIG. 3, the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
　図４は、このような第１実施例の内燃機関１において、車両の加減速とオイルパン２５内のエンジンオイル油面との相関を模式的に示しており、（ａ）は加速時、（ｂ）は加減速のないとき、（ｃ）は減速時をそれぞれ示している。 FIG. 4 schematically shows the correlation between the acceleration / deceleration of the vehicle and the oil level of the engine oil in the oil pan 25 in the internal combustion engine 1 of the first embodiment. FIG. b) shows no acceleration / deceleration, and (c) shows deceleration.
　加速時は、慣性力により、車両後方側にオイルパン２５内のエンジンオイル２７が偏ることになる。加減速のない状態である等速運転時または車両停止時は、オイルパン２５内の油面は略水平となる。減速時は、慣性力により、車両前方側にオイルパン２５内のエンジンオイル２７が偏ることになる。 During acceleration, the engine oil 27 in the oil pan 25 is biased toward the vehicle rear side due to inertial force. The oil level in the oil pan 25 is substantially horizontal when the vehicle is stopped at constant speed or without acceleration / deceleration. During deceleration, the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertial force.
　このような第１実施例の内燃機関１においては、クランクシャフト軸方向視で、上記基準直線Ｌ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側になるよう設定されているので、加速時においては、コントロールリンク１０に対してオイルパン２５内のエンジンオイル２７が干渉しにくくなり、加速時のフリクションを低減することができる。 In the internal combustion engine 1 of the first embodiment, the center position of the swing range of the control link 10 is set to the front side of the vehicle with respect to the reference straight line L1 when viewed in the crankshaft axial direction. Therefore, during acceleration, the engine oil 27 in the oil pan 25 does not easily interfere with the control link 10, and friction during acceleration can be reduced.
　車両の減速時には、オイルパン２５内のエンジンオイル２７は慣性により車両前方側に偏るため、コントロールリンク１０に対してオイルパン２５内のエンジンオイル２７が相対的に干渉しやすくなり、フリクションが増加する。しかしながら、減速時は、内燃機関１が低負荷や無負荷であり、場合によってはいわゆる燃料カット状態となるため、加速時に比べて燃料消費量が少なく、フリクション増加に起因する燃費への影響は限定的となる。つまり、第１実施例の内燃機関１は、加速時及び減速時を含む全体として燃費を向上させることができる。 When the vehicle is decelerated, the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertia, so that the engine oil 27 in the oil pan 25 is likely to interfere with the control link 10 to increase friction. . However, at the time of deceleration, the internal combustion engine 1 is under a low load or no load, and in some cases is in a so-called fuel cut state, so that the fuel consumption is less than at the time of acceleration and the influence on the fuel consumption due to the increase in friction is limited. It becomes the target. That is, the internal combustion engine 1 of the first embodiment can improve the fuel consumption as a whole including when accelerating and decelerating.
　この第１実施例の内燃機関１は、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置がオイルパン２５内の車両前方側に配置されているので、車両の加速時に、オイルパン２５内のエンジンオイル２７がコントロールシャフト８とコントロールリンク１０との連結部分から相対的に遠ざかることになる。また、この第１実施例の内燃機関１は、クランクシャフト軸方向視で、偏心軸部９がコントロールシャフト８の回転中心よりも車両前方側に配置されているので、車両の加速時に、オイルパン２５内のエンジンオイル２７がコントロールシャフト８とコントロールリンク１０との連結部分から相対的に遠ざかることになる。そのため、第１実施例の内燃機関１は、これらの構成によっても、車両の加速時に、コントロールリンク１０に対するオイルパン２５内のエンジンオイル２７の干渉が抑制され、加速時のフリクションを低減することができる。 In the internal combustion engine 1 of the first embodiment, the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction. The engine oil 27 in the oil pan 25 is relatively distant from the connecting portion between the control shaft 8 and the control link 10. Further, in the internal combustion engine 1 of the first embodiment, the eccentric shaft portion 9 is disposed on the vehicle front side with respect to the rotation center of the control shaft 8 as viewed in the crankshaft axial direction. The engine oil 27 in the engine 25 is moved away from the connecting portion between the control shaft 8 and the control link 10. Therefore, even with these configurations, the internal combustion engine 1 of the first embodiment can suppress the interference of the engine oil 27 in the oil pan 25 with the control link 10 when the vehicle is accelerated, and reduce the friction during acceleration. it can.
　また、第１実施例の内燃機関１は、クランクシャフト軸方向視で、シリンダヘッド側が車両後方側に位置するように傾けて車両に搭載されているので、オイルパン２５内のエンジンオイル２７がコントロールリンク１０から相対的に遠ざかることになる。そのため、第１実施例の内燃機関１は、この点でもコントロールリンク１０に対するオイルパン内のエンジンオイル２７の干渉が抑制されることになり、フリクションを低減する上で有利な構成となっている。 Further, since the internal combustion engine 1 of the first embodiment is mounted on the vehicle so that the cylinder head side is located on the rear side of the vehicle as viewed in the axial direction of the crankshaft, the engine oil 27 in the oil pan 25 is controlled. It will move away from the link 10 relatively. Therefore, the internal combustion engine 1 of the first embodiment is also advantageous in reducing friction because the interference of the engine oil 27 in the oil pan with the control link 10 is suppressed in this respect as well.
　次に、本発明の第２実施例について説明する。なお、上述した第１実施例と同一の構成要素については同一の符号を付し、重複する説明を省略する。 Next, a second embodiment of the present invention will be described. Note that the same components as those in the first embodiment described above are denoted by the same reference numerals, and redundant description is omitted.
　第２実施例の内燃機関３１は、上述した第１実施例の内燃機関１と略同一構成となっているが、図５に示すように、車両２１に直立した状態で搭載されている。 The internal combustion engine 31 of the second embodiment has substantially the same configuration as the internal combustion engine 1 of the first embodiment described above, but is mounted upright on the vehicle 21 as shown in FIG.
　そして、複リンク式ピストンクランク機構２は、図６に示すように、クランクシャフト軸方向視で、偏心軸部９を通る鉛直方向に沿った基準直線Ｍ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側になるよう設定されている。すなわち、複リンク式ピストンクランク機構２は、クランクシャフト軸方向視で、偏心軸部９を始点とし、揺動範囲の中心に位置するときのコントロールリンク１０に沿った半直線Ｍ２（図６中の破線）が、上記基準直線Ｍ１よりも車両前方側となるように設定されている。 As shown in FIG. 6, the multi-link piston crank mechanism 2 has a swing range of the control link 10 with respect to a reference straight line M <b> 1 along the vertical direction passing through the eccentric shaft portion 9 as viewed in the crankshaft axial direction. Is set so that its center position is on the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a half straight line M2 (in FIG. 6) along the control link 10 when it is located at the center of the swing range starting from the eccentric shaft portion 9 when viewed in the crankshaft axial direction. (Broken line) is set to be closer to the vehicle front side than the reference straight line M1.
　換言すると、複リンク式ピストンクランク機構２は、図６に示すように、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置を通る鉛直方向に沿った基準直線Ｍ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側になるよう設定されている。すなわち、複リンク式ピストンクランク機構２は、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置を始点とし、揺動範囲の中心に位置するときのコントロールリンク１０に沿った半直線Ｍ２（図６中の破線）が、上記基準直線Ｍ１よりも車両前方側となるように設定されている。 In other words, as shown in FIG. 6, the multi-link type piston crank mechanism 2 is relative to the reference straight line M <b> 1 along the vertical direction passing through the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft. The center position of the swing range of the control link 10 is set to the front side of the vehicle. That is, the multi-link type piston crank mechanism 2 has a halfway along the control link 10 when it is located at the center of the swing range starting from the connecting position of the control shaft 8 and the control link 10 as viewed in the axial direction of the crankshaft. A straight line M2 (broken line in FIG. 6) is set to be on the vehicle front side with respect to the reference straight line M1.
　また、複リンク式ピストンクランク機構２は、図６に示すように、クランクシャフト軸方向視で、コントロールリンク１０と偏心軸部９との連結位置がオイルパン２５内の車両前方側に配置されている。すなわち、図６において、オイルパン２５の車両前後方向の中心位置よりもコントロールリンク１０と偏心軸部９との連結位置が車両前方側に配置されている。 Further, as shown in FIG. 6, the multi-link type piston crank mechanism 2 is configured such that the connection position between the control link 10 and the eccentric shaft portion 9 is disposed on the vehicle front side in the oil pan 25 when viewed in the crankshaft axial direction. Yes. That is, in FIG. 6, the connection position between the control link 10 and the eccentric shaft portion 9 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
　換言すると、複リンク式ピストンクランク機構２は、図６に示すように、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置がオイルパン２５内の車両前方側に配置されている。すなわち、図６において、オイルパン２５の車両前後方向の中心位置よりもコントロールシャフト８とコントロールリンク１０との連結位置が車両前方側に配置されている。 In other words, as shown in FIG. 6, the multi-link type piston crank mechanism 2 is configured such that the connection position of the control shaft 8 and the control link 10 is disposed on the vehicle front side in the oil pan 25 as viewed in the crankshaft axial direction. Yes. That is, in FIG. 6, the connecting position of the control shaft 8 and the control link 10 is arranged on the vehicle front side with respect to the center position of the oil pan 25 in the vehicle front-rear direction.
　図７は、このような第２実施例の内燃機関３１において、車両の加減速とオイルパン２５内のエンジンオイル油面との相関を模式的に示した説明図であり、（ａ）は加速時、（ｂ）は加減速のないとき、（ｃ）は減速時をそれぞれ示している。図７に示すように、加速時は、慣性力により、車両後方側にオイルパン２５内のエンジンオイル２７が偏ることになる。加減速のない状態である等速運転時または車両停止時は、オイルパン２５内の油面は略水平となる。減速時は、慣性力により、車両前方側にオイルパン２５内のエンジンオイル２７が偏ることになる。 FIG. 7 is an explanatory diagram schematically showing the correlation between the acceleration / deceleration of the vehicle and the engine oil oil level in the oil pan 25 in the internal combustion engine 31 of the second embodiment. FIG. (B) shows no acceleration / deceleration, and (c) shows the deceleration. As shown in FIG. 7, at the time of acceleration, the engine oil 27 in the oil pan 25 is biased toward the vehicle rear side due to inertial force. The oil level in the oil pan 25 is substantially horizontal when the vehicle is stopped at constant speed or without acceleration / deceleration. During deceleration, the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertial force.
　この第２実施例の内燃機関３１においては、クランクシャフト軸方向視で、上記基準直線Ｍ１に対して、コントロールリンク１０の揺動範囲の中心位置が車両前方側となるよう設定されているので、加速時においては、コントロールリンク１０に対してオイルパン２５内のエンジンオイル２７が干渉しにくくなり、加速時のフリクションを低減することができる。車両の減速時には、オイルパン２５内のエンジンオイル２７は慣性により車両前方側に偏るため、コントロールリンク１０に対してオイルパン２５内のエンジンオイル２７が相対的に干渉しやすくなり、フリクションが増加する。しかしながら、減速時は、内燃機関３１が低負荷や無負荷であり、場合によってはいわゆる燃料カット状態となるため、加速時に比べて燃料消費量が少なく、フリクション増加に起因する燃費への影響は限定的となる。つまり、第２実施例の内燃機関３１においても、加速時及び減速時を含む全体として燃費を向上させることができる。 In the internal combustion engine 31 of the second embodiment, the center position of the swing range of the control link 10 is set to the vehicle front side with respect to the reference straight line M1 in the crankshaft axial direction view. During acceleration, the engine oil 27 in the oil pan 25 is less likely to interfere with the control link 10, and friction during acceleration can be reduced. When the vehicle is decelerated, the engine oil 27 in the oil pan 25 is biased toward the front side of the vehicle due to inertia, so that the engine oil 27 in the oil pan 25 is likely to interfere with the control link 10 to increase friction. . However, at the time of deceleration, the internal combustion engine 31 has a low load or no load, and in some cases is in a so-called fuel cut state, so that the fuel consumption is smaller than at the time of acceleration and the influence on the fuel consumption due to the increase in friction is limited. It becomes the target. That is, also in the internal combustion engine 31 of the second embodiment, the fuel consumption can be improved as a whole including the time of acceleration and the time of deceleration.
　第２実施例の内燃機関３１は、クランクシャフト軸方向視で、コントロールシャフト８とコントロールリンク１０との連結位置がオイルパン２５内の車両前方側に配置されているので、車両の加速時に、オイルパン２５内のエンジンオイル２７がコントロールシャフト８とコントロールリンク１０との連結部分から相対的に遠ざかることになる。また、この第２実施例の内燃機関３１は、クランクシャフト軸方向視で、偏心軸部９がコントロールシャフト８の回転中心よりも車両前方側に配置されているので、車両の加速時に、オイルパン２５内のエンジンオイル２７がコントロールシャフト８とコントロールリンク１０との連結部分から相対的に遠ざかることになる。そのため、第２実施例の内燃機関３１は、これらの構成によっても、車両の加速時に、コントロールリンク１０に対するオイルパン２５内のエンジンオイル２７の干渉が抑制され、加速時のフリクションを低減することができる。 In the internal combustion engine 31 of the second embodiment, the connecting position of the control shaft 8 and the control link 10 is arranged in the front side of the vehicle in the oil pan 25 when viewed from the crankshaft axial direction. The engine oil 27 in the pan 25 is relatively distant from the connection portion between the control shaft 8 and the control link 10. Further, in the internal combustion engine 31 of the second embodiment, the eccentric shaft portion 9 is arranged on the vehicle front side with respect to the rotation center of the control shaft 8 as viewed in the crankshaft axial direction. The engine oil 27 in the engine 25 is moved away from the connecting portion between the control shaft 8 and the control link 10. Therefore, in the internal combustion engine 31 of the second embodiment, even with these configurations, when the vehicle is accelerated, the interference of the engine oil 27 in the oil pan 25 with respect to the control link 10 is suppressed, and friction during acceleration can be reduced. it can.
　尚、上述した各実施例の複リンク式ピストンクランク機構２は、コントロールシャフト８が偏心軸部９を有するものであるが、本発明は、コントロールシャフト８が偏心軸部９を有していない複リンク式ピストンクランク機構を備えた車両用内燃機関にも適用可能である。この場合、コントロールリンク１０の他端の揺動支持位置は変化しないため、ピストン上死点におけるピストン６の位置が変化することはなく、機関圧縮比を変更されない。 In the multi-link type piston crank mechanism 2 of each of the embodiments described above, the control shaft 8 has the eccentric shaft portion 9, but in the present invention, the control shaft 8 does not have the eccentric shaft portion 9. The present invention is also applicable to an internal combustion engine for a vehicle provided with a link type piston crank mechanism. In this case, since the swing support position at the other end of the control link 10 does not change, the position of the piston 6 at the piston top dead center does not change, and the engine compression ratio is not changed.

Claims (4)

  1. 　シリンダブロックの下面に取り付けられ、当該シリンダブロックとともにクランク室を画成するオイルパンと、上記クランク室内に配置される複リンク式ピストンクランク機構と、を有する車両用内燃機関であって、
    　上記複リンク式ピストンクランク機構は、ピストンとクランクシャフトのクランクピンとを複数のリンクにより連係するものであり、一端が上記複数のリンクの１つに回転可能に連結され、他端が上記クランクシャフトよりも下方に配置されたコントロールシャフトに回転可能に連結されたコントロールリンクを有し、該コントロールリンクは上記コントロールシャフトとの連結位置を中心に揺動可能な車両用内燃機関において、
    　クランクシャフト軸方向視で、上記コントロールシャフトと上記コントロールリンクとの連結位置を通る鉛直方向に沿った基準直線に対して、上記コントロールリンクの揺動範囲の中心位置が車両前方側になるよう設定されている車両用内燃機関。     An internal combustion engine for a vehicle having an oil pan attached to a lower surface of a cylinder block and defining a crank chamber together with the cylinder block, and a multi-link piston crank mechanism disposed in the crank chamber,
    In the multi-link type piston crank mechanism, a piston and a crank pin of a crank shaft are linked by a plurality of links, one end is rotatably connected to one of the plurality of links, and the other end is connected to the crank shaft. Also has a control link rotatably connected to a control shaft disposed below, and the control link is a vehicle internal combustion engine that can swing around a connection position with the control shaft.
    The center position of the swing range of the control link is set to the front side of the vehicle with respect to a reference straight line along the vertical direction passing through the connection position of the control shaft and the control link as viewed in the axial direction of the crankshaft. An internal combustion engine for a vehicle.
  2. 　クランクシャフト軸方向視で、上記コントロールシャフトと上記コントロールリンクとの連結位置が上記オイルパン内の車両前方側に配置される請求項１に記載の車両用内燃機関。 2. The internal combustion engine for a vehicle according to claim 1, wherein a connection position between the control shaft and the control link is disposed on the vehicle front side in the oil pan as viewed in the axial direction of the crankshaft.
  3. 　クランクシャフト軸方向視で、シリンダヘッド側が車両後方側に位置するように傾けて配置される請求項１または２に記載の車両用内燃機関。 3. The vehicle internal combustion engine according to claim 1 or 2, wherein the vehicle internal combustion engine is disposed so as to be inclined so that the cylinder head side is positioned on the vehicle rear side as viewed in the crankshaft axial direction.
  4. 　上記コントロールリンクの一端は、上記コントロールシャフトの偏心軸部に連結され、
    　クランクシャフト軸方向視で、上記偏心軸部が上記コントロールシャフトの回転中心よりも車両前方側に配置される請求項１～３のいずれかに記載の車両用内燃機関。     One end of the control link is connected to the eccentric shaft portion of the control shaft,
    The vehicle internal combustion engine according to any one of claims 1 to 3, wherein the eccentric shaft portion is disposed on the vehicle front side with respect to a rotation center of the control shaft as viewed in a crankshaft axial direction.
PCT/JP2014/071956 2014-08-22 2014-08-22 Internal combustion engine for vehicle WO2016027358A1 (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006144614A (en) * 2004-11-18 2006-06-08 Honda Motor Co Ltd Stroke characteristic variable engine
JP2008106676A (en) * 2006-10-25 2008-05-08 Honda Motor Co Ltd Variable stroke characteristic engine
WO2009017423A1 (en) * 2007-07-27 2009-02-05 Dennis Smith Internal combustion engine
JP2009108708A (en) * 2007-10-26 2009-05-21 Nissan Motor Co Ltd Link geometry for multi-link engine
JP2009257315A (en) * 2008-03-25 2009-11-05 Nissan Motor Co Ltd Internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006144614A (en) * 2004-11-18 2006-06-08 Honda Motor Co Ltd Stroke characteristic variable engine
JP2008106676A (en) * 2006-10-25 2008-05-08 Honda Motor Co Ltd Variable stroke characteristic engine
WO2009017423A1 (en) * 2007-07-27 2009-02-05 Dennis Smith Internal combustion engine
JP2009108708A (en) * 2007-10-26 2009-05-21 Nissan Motor Co Ltd Link geometry for multi-link engine
JP2009257315A (en) * 2008-03-25 2009-11-05 Nissan Motor Co Ltd Internal combustion engine

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