CN101418721A - Multi-link engine - Google Patents
Multi-link engine Download PDFInfo
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- CN101418721A CN101418721A CNA200810173229XA CN200810173229A CN101418721A CN 101418721 A CN101418721 A CN 101418721A CN A200810173229X A CNA200810173229X A CN A200810173229XA CN 200810173229 A CN200810173229 A CN 200810173229A CN 101418721 A CN101418721 A CN 101418721A
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- oscillation center
- center axle
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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
Abstract
The present invention provides a multi-link engine which can reliably prevent the position offset of swinging central shaft supporting cover relative to the engine body. The multi-link engine comprises the following components: an upper link (11) which is connected with a piston (32); a lower link (12) which is installed on a crank pin (33b) of a crankshaft (33) with a free rotating mode and simultaneously connected with the upper link (11); and a control link (13) which is connected with the lower link (12) and swings while a swinging central shaft (24) is taken as a center. The swinging central shaft (24) is configured lower than the crankshaft bearing neck (33a) and is positioned at the opposite side of the cylinder central shaft while the crankshaft bearing neck (33a) is taken as the center. The swinging central shaft is supported between the engine bodies (41-43) and a swinging central shaft support cover (44) with a free rotation mode. The central shaft of the control link is parallel with the central shaft of the cylinder approximately at a time when the piston (32) is positioned near the upper dead center and the lower dead center.
Description
Technical field
The present invention relates to a kind of multi-link engine, in more detail, relate to a kind of connecting rod geometrical shape of multi-link engine.
Background technique
For example, shown in patent documentation 1, developing the motor (hereinafter referred to as " multi-link engine ") that links wrist pin and crank pin by a plurality of connecting rods.Above-mentioned multi-link engine has: go up connecting rod, it links via wrist pin and pistons reciprocating in cylinder; Lower link, it can be installed on the crank pin of bent axle with rotating freely, links via last pin and last connecting rod simultaneously; And control link, it links via control pin and above-mentioned lower link, and is that swing at the center with the oscillation center pin.The oscillation center axle can rotate freely the earth's axis and be supported between main bearing cover and the oscillation center axle support cover, and this oscillation center axle support cover is fastening by bolt and this main bearing cover.In addition, the patent documentation of association as other comprises patent documentation 2.
Patent documentation 1: the spy opens the 2002-61501 communique
Patent documentation 2: the spy opens the 2001-227367 communique
Summary of the invention
The inventor finds: in above-mentioned multi-link engine, if load by generations such as firing pressure that acts on piston and inertial force, be passed to the oscillation center axle via each connecting rod, act on the direction that oscillation center is axially pressed down, the phenomenon of so-called opening then might take place, and promptly oscillation center axle support cover is with respect to main bearing cover occurrence positions skew etc.
The present invention is conceived to existing the problems referred to above and proposes, and its purpose is, a kind of connecting rod geometrical shape of multi-link engine is provided, and it can prevent reliably that oscillation center axle support cover is offset with respect to the engine block occurrence positions.
The present invention addresses the above problem by following solution.In addition, for easy understanding, the additional label corresponding with embodiments of the present invention, but be not limited thereto.
The present invention relates to a kind of connecting rod geometrical shape of multi-link engine, it is characterized in that having: go up connecting rod (11), it links via wrist pin (21) and pistons reciprocating (32) in cylinder; Lower link (12), it is rotatably mounted on the crank pin (33b) of bent axle (33), links via last pin (22) and the above-mentioned connecting rod (11) of going up simultaneously; And control link (13), it links via control pin (23) and above-mentioned lower link (12), and is that swing at the center with oscillation center axle (24).Above-mentioned oscillation center axle (24) is configured to, compare with the crankshaft bearing neck (33a) of bent axle (33) and to be positioned at the below, and with this crankshaft bearing neck (33a) is the opposition side that is centered close to central axis of air cylinder, can rotate freely the earth's axis and be supported on engine block (41,42,43) and between the oscillation center axle support cover (44), this oscillation center axle support cover (44) is by bolt (45) and this engine block (41,42,43) fastening, near above-mentioned piston (32) is positioned at top dead center timing, and being positioned near the timing of lower dead center, the central shaft of above-mentioned control link (13) is roughly parallel to the central shaft of cylinder.
The effect of invention
According to the present invention, the oscillation center axle is configured to, compare with the crankshaft bearing neck of bent axle and to be positioned at the below, and with this crankshaft bearing neck is the opposition side that is centered close to central axis of air cylinder, can rotate freely that the earth's axis is supported on engine block and by between the fastening oscillation center axle support cover of bolt and this engine block, near piston is positioned at top dead center timing, and be positioned near the timing of lower dead center, the central shaft of control link is roughly parallel to the central shaft of cylinder.By said structure, when the magnitude of load that acts on control link is maximum, does not act on the load of left and right directions at the front end (oscillation center axle) of control link, thereby can prevent that oscillation center axle support cover is offset with respect to engine block.
Description of drawings
Fig. 1 is the figure of explanation multi-link engine.
Fig. 2 is the figure of the state of expression piston when being positioned at top dead center.
Fig. 3 is the figure of the state of expression piston when being positioned at lower dead center.
Fig. 4 is the sectional arrangement drawing of engine block.
Fig. 5 is the figure of the allocation position of explanation oscillation center axle.
Fig. 6 is the figure of the piston acceleration characteristic of explanation multi-link engine.
Fig. 7 is the figure that the allocation position of the oscillation center axle that can reduce secondary vibration is described.
Fig. 8 is expression piston displacement and the piston acceleration figure with respect to crank shaft angle.
Fig. 9 is the figure of load variations of the front end that acts on control link (oscillation center axle) of the multi-link engine of the expression connecting rod geometrical shape that adopts present embodiment.
Embodiment
Below, be used to implement preferred forms of the present invention with reference to explanations such as accompanying drawings.
At first, with reference to Fig. 1 multi-link engine is described.In addition, Fig. 1 is the figure from the end on observation of bent axle.For the those of ordinary skill of motor, outside gravitational direction, custom is used the expression of top dead center/lower dead center.In flat opposed motor etc., top dead center not necessarily is that the upper and lower stop of gravitational direction not necessarily is the following of gravitational direction, suppose in addition under the situation that motor is stood upside down, top dead center be following, the lower dead center of gravitational direction be gravitational direction on, and in this manual, according to custom the top dead center side is recited as, the lower dead center side is recited as down.
The upper end of last connecting rod 11 links via wrist pin 21 and piston 32, and the lower end links via the end of last pin 22 with lower link 12.Piston 32 bears firing pressure, to-and-fro motion in the cylinder liner 41a on being arranged at cylinder block 41.
Fig. 2 is the figure of the state of expression piston when being positioned at top dead center, and Fig. 2 (A) represent the longitudinal section, and Fig. 2 (B) represents the connecting rod geometrical shape.Fig. 3 is the figure of the state of expression piston when being positioned at lower dead center, and Fig. 3 (A) represent the longitudinal section, and Fig. 3 (B) represents the connecting rod geometrical shape.In Fig. 2 (B) and Fig. 3 (B), solid line is represented the state of low compression ratio, and dotted line is represented the state of high compression ratio.
The position of oscillation center axle 24 becomes following position, that is, and and when piston 32 is positioned at top dead center, make the central shaft of control link 13 roughly upright, preferred upright (Fig. 2), simultaneously, when piston 32 is positioned at lower dead center, make the central shaft of control link 13 roughly upright, preferred upright (Fig. 3).In addition, the central shaft of control link 13 can be defined as, under the situation of the end on observation of bent axle, and the straight line that the central link of the center of the eccentric position of oscillation center axle 24 and control pin 23 is formed.
Fig. 4 is the sectional arrangement drawing of engine block.
Oscillation center axle support bracket 43 and oscillation center axle support cover 44 utilize bolt 45 together to be anchored on the trapezoidal frame 42.In addition, in Fig. 4, the center line of bolt 45 is represented by dot and dash line.In the hole 40b that forms by oscillation center axle support bracket 43 and oscillation center axle support cover 44, can support oscillation center axle 24 with rotating freely.The bearing surface of oscillation center axle support bracket 43 and trapezoidal frame 42 is with the central axis of air cylinder quadrature.The bearing surface of oscillation center support cover 44 and oscillation center axle support bracket 43 is also with the central axis of air cylinder quadrature.The central shaft of bolt 45 and these bearing surface quadratures.That is, the central axes of bolt 45 is in central axis of air cylinder.
Fig. 5 is the figure of the allocation position of explanation oscillation center axle.Contrast mode of execution Fig. 5 (A) expression is configured in the oscillation center axle with respect to the crankshaft bearing neck above, Fig. 5 (B) expression is configured in the oscillation center axle present embodiment of below with respect to the crankshaft bearing neck.
As noted above, in the present embodiment, oscillation center axle 24 is positioned at the below with respect to crankshaft bearing neck 33a, and is the opposition side that is centered close to central axis of air cylinder with crankshaft bearing neck 33a.The following describes the reason of said structure.
At first for easy understanding, explanatory drawing 5 illustrative contrast mode of executions.
As the allocation position of oscillation center axle 24, shown in Fig. 5 (A), also consider to be configured in the top of crankshaft bearing neck 33a.But for said structure, the intensity of control link 13 existing problems.
That is, acting on the maximum load in the load of control link, is the load that is produced by firing pressure.Load F1 by firing pressure produces acts on connecting rod 11 downwards.By this downward load F1, the effect down load F2 of bearing portion to crankshaft bearing neck 33a acts on right-handed moment M1 around crank pin 33b.And,, control link 13 is acted on upwards load F3 by this moment M1.That is, to control link 13 effect compressive loads.Here, if consider that then under the big situation of load, connecting rod 13 might be buckled to the situation of connecting rod 13 effect compressive loads.In addition, according to the equation of buckling of the Euler shown in the following formula (1), square being inversely proportional to of the load of buckling and length of connecting rod 1.
[formula 1]
Euler's equation of buckling
Wherein,
P
Cr: the load of buckling
N: end condition coefficient
E: longitudinal elastic coefficient
I: section second moment
L: length of connecting rod
As noted above, may produce owing to increase length of connecting rod l and to buckle, so can not be long.In order to increase length of connecting rod, must increase connecting rod width and connecting rod thickness and make the section second moment become big, but owing to have problem such as weight increase, so unrealistic.
Therefore, have to shorten the length of control link 13, so can't increase the movable length of front end (promptly the control pin 23).Therefore, motor is maximized, thereby the motor that is difficult to obtain expecting is exported.
At the problems referred to above, in the present embodiment shown in Fig. 5 (B), oscillation center axle 24 is configured in the below of crankshaft bearing neck 33a.Like this, the load F1 by firing pressure produces is delivered to lower link 12 from last connecting rod 11, acts on the control link 13 as tension load.Under tension load acts on situation on the connecting rod 13, should consider that the elasticity of connecting rod 13 is damaged, but it is generally acknowledged that whether producing elasticity damages, and depend on the stress or the strain of connecting rod section, and length of connecting rod is little to its influence.On the contrary, if consider with the saying of major principal strain, then when tension load was identical, by increasing length of connecting rod, strain diminished, and damaged thereby be difficult to produce elasticity.
As noted above, owing to preferably bear the load that produces by firing pressure as tension load, so in the present embodiment, oscillation center axle 24 is configured in the below of crankshaft bearing neck 33a by control link 13.
In addition, as noted above in the present embodiment, the center of last pin 22, the center of control pin 23 and the central row of crank pin 33b are listed on the straight line.This reason is described.
Analysis according to the inventor, multi-link engine, by suitably adjusting the position of oscillation center axle, (this is common motor with the common general type motor that links piston and bent axle with a connecting rod (connecting rod), but this motor and multi-link engine are compared, hereinafter referred to as " single link engine ") compare, can reduce vibration.Fig. 6 represents this analysis result.In addition, Fig. 6 is the figure of the piston acceleration characteristic of explanation multi-link engine, and Fig. 6 (A) is the figure of the piston acceleration characteristic of expression multi-link engine, and Fig. 6 (B) is the figure that represents the piston acceleration characteristic of single link engine as a comparison case.
Shown in Fig. 6 (B), in single link engine,, bigger than near the value the lower dead center near the value the top dead center for the size (absolute value) of the overall piston acceleration after 1 composition and 2 compositions are synthetic.But, shown in Fig. 6 (A), in multi-link engine, the size of overall piston acceleration (absolute value), roughly the same near value the lower dead center and near the value the top dead center.
And if the size of 2 compositions of single link engine and multi-link engine is compared, then the value of multi-link engine is littler than the value of single link engine, has the characteristic that can reduce secondary vibration.
As noted above, multi-link engine by suitably adjusting the position of oscillation center axle, can improve vibration characteristics (particularly reducing secondary vibration).Fig. 7 is the figure that the allocation position of the oscillation center axle that can reduce secondary vibration is described, piston is positioned at top dead center.Fig. 7 (A) expression crank pin is positioned at the situation of the below of the line that last pin and control pin are linked, Fig. 7 (B) expression crank pin is positioned at last pin and the situation of controlling the top of selling the line that links, and Fig. 7 (C) expression crank pin is positioned at last pin and controls the situation of selling on the line that links.
Shown in Fig. 7 (A), crank pin 33b be positioned at on pin 22 and control pin 23 lines that link below situation under, the configurable zone that can reduce the oscillation center axle 24 of secondary vibration is the scope of representing with arrow A.In order to use the control link 13 of the length of setting based on the performance requirement of motor, oscillation center axle 24 is compared with control pin 23 and is positioned at left side (away from the side of crankshaft bearing neck 33a).
Shown in Fig. 7 (B), crank pin 33b be positioned at on pin 22 and control pin 23 lines that link above situation under, the configurable zone that can reduce the oscillation center axle 24 of secondary vibration is the scope of representing with arrow B.In order to use the control link 13 of the length of setting based on the performance requirement of motor, oscillation center axle 24 is compared with control pin 23 and is positioned at right side (near the side of crankshaft bearing neck 33a).
Shown in Fig. 7 (C), crank pin 33b be positioned at under the situation on pin 22 and control pin 23 lines that link, the configurable zone that can reduce the oscillation center axle 24 of secondary vibration is the scope of representing with arrow C.In order to use the control link 13 of the length of setting based on the performance requirement of motor, oscillation center axle 24 be positioned at control pin 23 roughly under.In the present embodiment, as noted above, oscillation center axle 24 is configured in following position: when piston 32 is positioned at top dead center, and when piston 32 is positioned at lower dead center, the central shaft of control link 13 is roughly upright, preferred upright, and reduce secondary vibration for the geometrical shape stated in realization the time, crank pin 33b need be configured on last pin 22 and control pin 23 lines that link.
Fig. 8 is expression piston displacement and the piston acceleration figure with respect to crank shaft angle.
For the multi-link engine shown in above-mentioned, even connecting rod is more not excessive but be general value (about 2.5～4) than λ (=go up length of connecting rod 1/ crank throw r), shown in Fig. 8 (A), compare with single link engine, also has following characteristic: change with respect to crankshaft angles with regulation, the piston amount of movement is little in the time of near piston is positioned at top dead center, and the piston amount of movement is big in the time of near being positioned at lower dead center.And the translational acceleration of piston is shown in Fig. 8 (B).That is, in multi-link engine, compare with single link engine, the translational acceleration of piston diminishes near top dead center, and the translational acceleration of piston becomes big near lower dead center, becomes the characteristic that approaches single vibration.
And the inertial force that is produced by above-mentioned piston acceleration characteristic at the front end (oscillation center axle 24) of the control link 13 of the multi-link engine 10 that adopts above-mentioned connecting rod geometrical shape, shown in Fig. 9 (A), is done to be the power of cyclical swing in order to 360 degree.In addition, because firing pressure at the front end (oscillation center axle 24) of control link 13, shown in Fig. 9 (B), is done to be the power of cyclical swing in order to 720 degree.These power are synthesized,, shown in Fig. 9 (C), do to be the power of cyclical swing in order to 720 degree at the front end (oscillation center axle 24) of control link 13.
Above-mentioned down load, play the effect that oscillation center axle support cover 44 is left from oscillation center axle support bracket 43, if but just in case in down load the load of left and right directions also work, then oscillation center axle support cover 44 is offset with respect to oscillation center axle support bracket 43.Therefore as reply, must increase the radical of bolt 45, perhaps use large-sized bolt 45, oscillation center axle support bracket 43 and oscillation center axle support cover 44 are carried out fastening bolt 45 have sufficient axial force thereby make.
But the inventor is conceived to, cause and act on the size of the load of control link 13 by inertial force and firing pressure, and be maximum near top dead center or lower dead center.So in multi-link engine, adopting and make connecting rod 13 near top dead center or lower dead center is the connecting rod geometrical shape of roughly upright (preferred upright).Pass through said structure, when the magnitude of load that acts on control link 13 is maximum, front end (oscillation center axle 24) at control link 13 does not act on the load of left and right directions, thereby can prevent that oscillation center axle support cover 44 is offset with respect to oscillation center axle support bracket 43.
In addition, as noted above, preferably make oscillation center axle 24 become eccentric shaft, by the eccentric position of mobile oscillation center axle 24, thus the change of the oscillation center of control link 13, the top dead center position change of piston 32.Can mechanically adjust the compression ratio of motor thus, in high loading running decline low compression ratio.This is because by reduce mechanical compression ratio under high loading, simultaneously suction valve cuts out regularly to be made as near the lower dead center, can realize guaranteeing exporting and prevent pinking and deposit.Preferably under low load operation, improve compression ratio in addition.This is because by improving mechanical compression ratio in low load, simultaneously, outlet valve is opened when regularly being made as away from lower dead center timing and is made as near the lower dead center in that suction valve cuts out, and can increase expansion ratio, reduces exhaust loss.And, because under above-mentioned high loading running, the load that acts on control link 13 becomes big, so the central shaft of control link 13 and central axis of air cylinder angulation, shown in the dotted line among Fig. 2 (B) or Fig. 3 (B), the angle of low compression ratio side is littler than the angle of high compression ratio side, thereby can prevent more effectively that oscillation center axle support cover 44 is offset with respect to oscillation center axle support bracket 43.
The present invention is not limited to the mode of execution of above-mentioned explanation, in the scope of technological thought of the present invention, various distortion and change can be arranged, and apparent, above-mentioned various distortion and change are also contained in the claim of the present invention.
For example, in the above-described embodiment, support by oscillation center axle support bracket 43 and 44 pairs of oscillation center axles 24 of oscillation center axle support cover, above-mentioned oscillation center axle support bracket 43 and oscillation center axle support cover 44 is together fastening by bolt 45 and trapezoidal frame 42, but the structure integrally formed with trapezoidal frame 42 that also can be oscillation center axle support bracket 43.In the case, cylinder block 41 and trapezoidal frame 42 are equivalent to the engine block in the claim.
Claims (6)
1. the h type engine h of linkage type to-and-fro motion more than a kind is characterized in that having:
Bent axle;
Piston, its to-and-fro motion in the cylinder of above-mentioned motor;
Last connecting rod, it rotatably links with above-mentioned piston via wrist pin;
Lower link, it is rotatably mounted on the crank pin of above-mentioned bent axle, rotatably links with the above-mentioned connecting rod of going up via last pin simultaneously; And
Control link, the one end rotatably links with above-mentioned lower link via the control pin, and the other end rotatably links with engine block via the oscillation center axle,
Above-mentioned oscillation center axle is configured to, compare with the crankshaft bearing neck of bent axle and to be positioned at the below, and with this crankshaft bearing neck is the opposition side that is centered close to central axis of air cylinder, and, above-mentioned oscillation center axle can rotate freely the earth's axis and be supported between engine block and the oscillation center axle support cover, this oscillation center axle support cover is fastening by bolt and this engine block
Near above-mentioned piston is positioned at top dead center timing, and be positioned near the timing of lower dead center, the central axes of above-mentioned control link is in the central shaft of cylinder.
2. many linkage types to-and-fro motion h type engine h according to claim 1 is characterized in that,
Bearing surface between above-mentioned oscillation center axle support cover and the above-mentioned engine block, with the central axis of air cylinder quadrature,
Oscillation center axle support cover is carried out the central shaft of fastening bolt, be parallel to central axis of air cylinder.
3. many linkage types to-and-fro motion h type engine h according to claim 1 is characterized in that,
Near the above-mentioned top dead center timing is meant that the upwards load that acts on above-mentioned oscillation center axle that is produced by firing pressure becomes near the maximum timing, and perhaps, the down load that acts on above-mentioned oscillation center axle that is produced by inertial force becomes near the maximum timing,
Near the above-mentioned lower dead center timing is meant that the upwards load that acts on above-mentioned oscillation center axle that is produced by inertial force becomes near the maximum timing.
4. many linkage types to-and-fro motion h type engine h according to claim 1 is characterized in that,
The crank pin of above-mentioned bent axle is configured on the line that pin and above-mentioned control pin link on above-mentioned.
5. many linkage types to-and-fro motion h type engine h according to claim 1 is characterized in that,
The to-and-fro motion acceleration of above-mentioned piston, near the size of the maximum of timing place lower dead center is equal to, or greater than near the size of the maximum of timing place top dead center.
6. many linkage types to-and-fro motion h type engine h according to claim 1 is characterized in that,
Above-mentioned multi-link engine is the alterable compression ratio motor, and it can change compression ratio by the position of adjusting above-mentioned oscillation center axle corresponding to operating condition,
Above-mentioned control link central shaft and above-mentioned central axis of air cylinder angulation, the angle of low compression ratio side is littler than the angle of high compression ratio side.
Applications Claiming Priority (12)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007279401A JP2009108708A (en) | 2007-10-26 | 2007-10-26 | Link geometry for multi-link engine |
| JP2007-279395 | 2007-10-26 | ||
| JP2007279395 | 2007-10-26 | ||
| JP2007-279401 | 2007-10-26 | ||
| JP2007279395A JP4941231B2 (en) | 2007-10-26 | 2007-10-26 | Multilink engine link geometry |
| JP2007279401 | 2007-10-26 | ||
| JP2007281459 | 2007-10-30 | ||
| JP2007281459 | 2007-10-30 | ||
| JP2007-281459 | 2007-10-30 | ||
| JP2008161633 | 2008-06-20 | ||
| JP2008161633A JP5056612B2 (en) | 2007-10-30 | 2008-06-20 | Multilink engine link geometry |
| JP2008-161633 | 2008-06-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101418721A true CN101418721A (en) | 2009-04-29 |
| CN101418721B CN101418721B (en) | 2012-08-29 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200810173229XA Active CN101418721B (en) | 2007-10-26 | 2008-10-24 | Multi-link engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2009108708A (en) |
| CN (1) | CN101418721B (en) |
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| CN105579685A (en) * | 2013-08-27 | 2016-05-11 | 日产自动车株式会社 | Multi-link piston-crank mechanism for internal combustion engine |
| CN105723071A (en) * | 2013-11-14 | 2016-06-29 | 奥迪股份公司 | Multi-joint crank drive of an internal combustion engine and method for operating a multi-joint crank drive |
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| WO2016027358A1 (en) * | 2014-08-22 | 2016-02-25 | 日産自動車株式会社 | Internal combustion engine for vehicle |
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| JP3968967B2 (en) * | 2000-07-07 | 2007-08-29 | 日産自動車株式会社 | Variable compression ratio mechanism of reciprocating internal combustion engine |
| JP4300749B2 (en) * | 2002-05-09 | 2009-07-22 | 日産自動車株式会社 | Link mechanism of reciprocating internal combustion engine |
| JP4596726B2 (en) * | 2002-07-30 | 2010-12-15 | 日産自動車株式会社 | Control device for internal combustion engine |
| JP4581552B2 (en) * | 2004-08-11 | 2010-11-17 | 日産自動車株式会社 | Reciprocating internal combustion engine |
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| CN105579685A (en) * | 2013-08-27 | 2016-05-11 | 日产自动车株式会社 | Multi-link piston-crank mechanism for internal combustion engine |
| CN105723071A (en) * | 2013-11-14 | 2016-06-29 | 奥迪股份公司 | Multi-joint crank drive of an internal combustion engine and method for operating a multi-joint crank drive |
| CN105723071B (en) * | 2013-11-14 | 2020-08-21 | 奥迪股份公司 | Multi-link crank mechanism and method for operating the same |
| CN107110019A (en) * | 2015-01-15 | 2017-08-29 | 日产自动车株式会社 | The multi link formula reciprocating block slider crank mechanism of internal combustion engine |
| CN107110019B (en) * | 2015-01-15 | 2018-06-29 | 日产自动车株式会社 | The multi link formula reciprocating block slider crank mechanism of internal combustion engine |
| CN108495984A (en) * | 2015-11-17 | 2018-09-04 | Mce5发展公司 | Variable compression ratio engine |
| CN110730861A (en) * | 2017-06-28 | 2020-01-24 | 日产自动车株式会社 | Method and device for controlling internal combustion engine |
| CN110671197A (en) * | 2018-12-29 | 2020-01-10 | 长城汽车股份有限公司 | Engine and vehicle with same |
| CN110671197B (en) * | 2018-12-29 | 2021-08-20 | 长城汽车股份有限公司 | Engine and vehicle with same |
| CN113795656A (en) * | 2018-12-30 | 2021-12-14 | 长城汽车股份有限公司 | Variable compression ratio mechanism, engine and automobile |
| CN112502829A (en) * | 2020-02-24 | 2021-03-16 | 长城汽车股份有限公司 | Method for assembling variable compression ratio driving structure |
| CN112502829B (en) * | 2020-02-24 | 2022-02-01 | 长城汽车股份有限公司 | Method for assembling variable compression ratio driving structure |
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| JP2009108708A (en) | 2009-05-21 |
| CN101418721B (en) | 2012-08-29 |
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