CN113494371B - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
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- CN113494371B CN113494371B CN202110204454.0A CN202110204454A CN113494371B CN 113494371 B CN113494371 B CN 113494371B CN 202110204454 A CN202110204454 A CN 202110204454A CN 113494371 B CN113494371 B CN 113494371B
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- crankshaft
- guide member
- internal combustion
- combustion engine
- stroke
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Transmission Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention provides an internal combustion engine, which can increase the time and stroke of an expansion stroke without extremely delaying an intake valve. An internal combustion engine (1) of the present invention includes: the engine comprises a cylinder (2), a piston (5), a crankshaft (6), a first connecting rod (15) connected with the piston (5), a guide member (8) arranged in a freely swinging manner, a sub-crankshaft (16) for swinging the guide member, and a bridge member (14) which is provided with three rotation axes (14 a-14 c) of a first rotation axis to a third rotation axis arranged in a mode of being positioned at the vertex of a triangle, wherein the crankshaft and the first connecting rod are connected with the first rotation axis (14 a) and the second rotation axis (14 b), and the rest third rotation axis (14 c) is connected with the guide member (8) in a freely sliding manner along the extending direction of the guide member (8). The sub-crankshaft oscillates the guide member so that the oscillation end of the guide member moves to a side away from the center axis of the cylinder during an expansion stroke.
Description
Technical Field
The present invention relates to an internal combustion engine in which a stroke of a piston in an expansion stroke is increased as compared with a stroke of a piston in a compression stroke using a link mechanism.
Background
Conventionally, in an atkinson cycle (miller cycle) engine in which the closing timing of an intake valve is set to be more delayed than that of a general engine and compression work is reduced by the delayed closing of the intake valve, an increase in engine output is realized while suppressing knocking or an increase in exhaust temperature by a combination with supercharging by a turbocharger, and such a technique is known from patent document 1 below.
Further, a stroke variable engine in which a stroke in an expansion stroke is increased more than a stroke in a compression stroke using a link mechanism includes: a main connecting rod, one end of which is connected with the piston; an auxiliary connecting rod connected with a crank pin of the crankshaft and connected with the other end of the main connecting rod; one end of the control rod is connected with the auxiliary connecting rod; and a pivot shaft that rotates around an eccentric axis by power transmission at a rotation speed reduced to 1/2 from a crankshaft, and a technique for suppressing engine vibration and suppressing noise caused by vibration by reducing vibration generated in a secondary link by setting a position of a center of gravity of the secondary link is known from patent document 2 below.
Documents of the prior art
Patent document 1: japanese laid-open patent publication No. 6-10681
Patent document 2: japanese patent laid-open No. 2007-64013
Disclosure of Invention
Problems to be solved by the invention
In the technique of patent document 1, the closing timing of the intake valve is set to be delayed to close the intake valve after the piston starts to rise, and therefore, not only does the actual amount of exhaust decrease and the maximum output decrease, but also there is a problem in that: the intake gas temporarily drawn into the combustion chamber is blown back to the intake port in the early stage of the compression stroke, so that a loss based on the above occurs. Further, since the intake air blown back to the intake port is mixed with the intake air in the next intake stroke, the air-fuel ratio needs to be calculated in consideration of this situation, which causes a problem of an increase in calculation load. Further, since the expansion ratio is equal to the mechanical compression ratio, there is a problem that the shape of the combustion chamber becomes flat when the expansion ratio is made high in order to improve the thermal efficiency.
The technique of patent document 2 is a technique for reducing 0.5-order vibration generated in the sub-connecting rod, and does not suppress 2-order vibration generated in linear motion in which rotational motion by the crankshaft is converted into linear motion by the stroke, and cannot suppress noise generation associated with the 2-order vibration.
In view of the above-described problems, an object of the present invention is to provide an internal combustion engine capable of increasing the time and stroke of an expansion stroke without extremely retarding the closing of an intake valve and suppressing vibration as compared with the conventional one.
Means for solving the problems
[1] In order to achieve the above object, an internal combustion engine according to the present invention includes:
a cylinder;
a piston which is slidable in the cylinder;
a crankshaft;
a first link connected to the piston so as to be freely swingable;
a guide member provided to be swingable;
a swing unit that swings the guide member; and
a bridge member having three rotation axes arranged so as to be positioned at vertexes of a triangle, the crankshaft and the first link being connected to two rotation axes, and the remaining one rotation axis being connected so as to be slidable along an extending direction of the guide member,
the swing unit swings the guide member so that a swing end of the guide member moves to a side away from a center axis of the cylinder in an expansion stroke.
According to the present invention, the time and stroke of the expansion stroke can be increased without extremely retarding the closing of the intake valve.
Further, according to the present invention, the advancing and retreating movement of the first connecting rod at the time of the expansion stroke having the longest stroke can be made closer to the movement along the center axis of the cylinder than in the past, and the vibration of the internal combustion engine can be suppressed and the friction between the piston and the cylinder can be reduced.
[2] In the present invention, furthermore, it is preferable that,
the swing unit has a sub-crankshaft that rotates so as to be decelerated to a rotational speed of 1/2 with respect to the crankshaft,
the sub-crankshaft is connected to a swing end of the guide member via a second connecting rod.
According to the present invention, the swing means can be constituted by a mechanical structure using rotation of the crankshaft as power, and the expansion ratio can be changed by a simple mechanical structure without changing means and control accompanying the change of the expansion ratio.
[3] In the present invention, furthermore, it is preferable that,
the guide member has a long hole extending from the swing shaft side toward the swing end side, and the bridge member has a rotation axis connected to the guide member so as to be slidable along the long hole,
the rotation axis of the bridging member is located at the center of the long hole with the top dead center of the piston as the reference,
the swinging end is moved in an intake stroke and an expansion stroke such that the rotation axis of the bridge member faces the swinging shaft side,
the swinging end is moved in a compression stroke and an exhaust stroke so that the rotation axis of the bridge member faces the swinging end side.
According to the present invention, the swing means can be constituted by a mechanical structure using rotation of the crankshaft as power, and the expansion ratio can be changed by a simple mechanical structure without changing means and control accompanying the expansion ratio change.
[4] An internal combustion engine according to the present invention is characterized by comprising:
a cylinder;
a piston which is slidable in the cylinder;
a first link having one end connected to the piston so as to freely swing;
a crankshaft;
a crankcase that rotatably supports the crankshaft;
a bridge member connected to the crankshaft and to the other end of the first connecting rod;
a guide member that is swingable and has one end slidably connected to the bridging member at a position offset from a connection position of the first link;
a sub-crankshaft that rotates so as to be decelerated to a rotational speed of 1/2 with respect to the crankshaft; and a second connecting rod connecting the sub-crankshaft and a swing end of the guide member.
According to the present invention, the height of the internal combustion engine can be suppressed and the size can be reduced.
Further, according to the present invention, the time and stroke of the expansion stroke can be increased without extremely retarding the closing of the intake valve.
Further, according to the present invention, the advancing and retreating movement of the first connecting rod at the time of the expansion stroke having the longest stroke can be made closer to the movement along the center axis of the cylinder than in the past, and the vibration of the internal combustion engine can be suppressed and the friction between the piston and the cylinder can be reduced.
[5] In the present invention, it is preferable that the crankshaft and the guide member are disposed in this order on a side away from a center axis of the cylinder.
According to the present invention, the height of the internal combustion engine can be suppressed to achieve downsizing, and the internal combustion engine can be optimally arranged. Further, by deflecting the crankcase supporting the crankshaft and the guide member to one side, the rigid portion of the crankcase required for the support portion can be concentrated, and the weight of the crankcase can be reduced.
[6] In the present invention, it is preferable that the sub-crankshaft is disposed below the crankshaft.
According to the present invention, the height of the internal combustion engine can be suppressed, the internal combustion engine can be downsized, and the arrangement can be optimized. Further, interference with intake and exhaust devices and auxiliary components mounted on the side surface of the internal combustion engine can be avoided, and the arrangement can be optimized.
Drawings
Fig. 1 is an explanatory diagram of an internal combustion engine showing an embodiment of the invention.
Fig. 2 is an explanatory diagram illustrating an output shaft of the internal combustion engine according to the present embodiment.
Fig. 3 is an explanatory diagram showing top dead center in the exhaust stroke of the internal combustion engine according to the present embodiment.
Fig. 4 is an explanatory diagram showing an intake stroke of the internal combustion engine of the present embodiment.
Fig. 5 is an explanatory diagram showing the bottom dead center in the intake stroke of the internal combustion engine according to the present embodiment.
Fig. 6 is an explanatory diagram showing a compression stroke of the internal combustion engine according to the present embodiment.
Fig. 7 is an explanatory diagram showing the top dead center in the compression stroke of the internal combustion engine according to the present embodiment.
Fig. 8 is an explanatory diagram showing an expansion stroke of the internal combustion engine according to the present embodiment.
Fig. 9 is an explanatory diagram showing bottom dead center in the expansion stroke of the internal combustion engine according to the present embodiment.
Fig. 10 is a graph showing piston stroke characteristics of the internal combustion engine according to the present embodiment.
Fig. 11 is a graph showing a movement locus of a lower end of a first link of the internal combustion engine according to the present embodiment.
Fig. 12 is an explanatory diagram showing an output shaft of an internal combustion engine according to another embodiment of the invention.
Description of the reference symbols
1: an internal combustion engine;
2: a cylinder;
2a: a central axis;
3: a cylinder block;
4: a cylinder head;
5: a piston;
6: a crankshaft;
7: a crankcase;
8: a guide member;
8a: a swing shaft;
8b: a swing end;
8c: a long hole;
9: a combustion chamber;
10: an air inlet port;
11: an exhaust port;
12: an intake valve;
13: an exhaust valve;
14: a bridge member;
14a: a first axis of rotation;
14b: a second axis of rotation;
14c: a third axis of rotation;
15: a first link;
16: a secondary crankshaft;
17: a second link;
18: a drive gear;
19: a driven gear;
20: an intermediate gear;
21: and an output shaft.
Detailed Description
An internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings.
[ Structure of internal Combustion Engine ]
Referring to fig. 1, an internal combustion engine 1 of the present embodiment is a so-called multi-link high expansion ratio engine, and includes: a cylinder block 3 having cylinders 2; a cylinder head 4 provided on the cylinder block 3 in such a manner as to cover an upper surface opening of the cylinder 2; a piston 5 which is slidable in the cylinder 2; a crankshaft 6; a crankcase 7 that supports the crankshaft 6; and a guide member 8 provided on the crankcase 7 so as to be swingable about a swing shaft 8 a.
The internal combustion engine 1 has a combustion chamber 9 defined by a cylinder 2, a cylinder head 4, and a piston 5. An intake port 10 and an exhaust port 11 provided on the cylinder head 4 face the combustion chamber 9. The intake port 10 is configured to be openable and closable by an intake valve 12, and the exhaust port 11 is configured to be openable and closable by an exhaust valve 13. The intake valve 12 and the exhaust valve 13 are driven by a valve transmission mechanism (not shown).
The bridge member 14 has three rotation axes 14a to 14c of first to third apexes arranged in a triangular shape, and the first rotation axis 14a at the center of the bridge member 14 is rotatably connected to the crankshaft 6. The piston 5 is connected to one end of the first link 15. The second rotation axis 14b on one side of the bridge member 14 is rotatably connected to the other end of the first link 15. The rotation axis 14a corresponds to a crank pin of the crankshaft 6.
The guide member 8 has a long hole 8c, and the long hole 8c is arranged to extend from the swing shaft 8a as a swing center toward the swing end 8 b. The remaining one third rotation axis 14c of the bridge member 14 is connected to the guide member 8 so as to be slidable along the elongated hole 8 c.
The sub-crankshaft 16 is rotatably provided on the crankcase 7 and is located below the crankshaft 6. The sub-crankshaft 16 is connected to one end of a second connecting rod 17. The other end of the second link 17 is connected to the swing end 8b of the guide member 8. The pivot shaft 17a is integrally provided on the sub-crankshaft 16, and the pivot shaft 17a has an axis at a position eccentric from the axis of the sub-crankshaft 16. The sub-crankshaft 16 is connected to a second connecting rod 17 via a pivot 17 a.
Referring to fig. 2 in which the bridge member 14, the second connecting rod 17, and the guide member 8 are omitted, the crankshaft 6 is provided with a drive gear 18 that rotates concentrically and integrally with the crankshaft 6. The sub-crankshaft 16 is provided with a driven gear 19 that rotates concentrically and integrally with the sub-crankshaft 16. The rotation of the drive gear 18 is transmitted to the driven gear 19 via the intermediate gear 20 by engaging the intermediate gear 20 with the drive gear 18 and also engaging with the driven gear 19.
The gear ratio of the drive gear 18 and the driven gear 19 is set such that the driven gear 19 rotates 1 revolution when the drive gear 18 rotates 2 revolutions. In other words, the sub-crankshaft 16 rotates at a rotational speed 1/2 of the rotational speed of the crankshaft 6, and the reduction ratio is set to 2.
The intermediate gear 20 is provided with an output shaft 21, and the internal combustion engine 1 outputs power from the output shaft 21 to a transmission (not shown), a rotating electrical machine (not shown), or the like.
In the internal combustion engine 1 of the present embodiment, the swing end of the guide member 8 is configured to be closest to the center axis 2a of the cylinder 2 at the bottom dead center of the intake stroke. Further, the swing end of the guide member 8 is located farthest from the central axis 2a of the cylinder 2 at the bottom dead center of the expansion stroke, and the second rotation axis 14b connecting the connection bridge member 14 and the first link 15 is located lowest on the central axis 2a of the cylinder 2.
[ operation of internal Combustion Engine ]
The operation of the internal combustion engine 1 of the present embodiment will be described with reference to fig. 3 to 9.
[ intake stroke ]
Referring to fig. 3 to 5, in the intake stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the top dead center in fig. 3 to the bottom dead center in the intake stroke in fig. 5 through fig. 4. At this time, the oscillating end 8b of the guide member 8 is pulled toward the central axis 2a of the cylinder 2 via the second connecting rod 17 by the rotation of the sub-crankshaft 16, and when the piston 5 reaches the bottom dead center in fig. 5, the oscillating end 8b is in a state closest to the central axis 2a of the cylinder 2.
[ compression Stroke ]
Referring to fig. 5 to 7, in the compression stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the bottom dead center of the intake stroke of fig. 5 to the top dead center of fig. 7 through fig. 6, and compresses the air-fuel mixture in the combustion chamber 9. In the compression stroke, the swing end 8b of the guide member 8 is pressed by the second connecting rod 17 by the rotation of the sub-crankshaft 16, and swings so as to gradually move away from the central axis 2a of the cylinder 2.
[ expansion Stroke ]
Referring to fig. 7 to 9, in the expansion stroke of the internal combustion engine 1 according to the present embodiment, the mixture gas in the combustion chamber 9 is ignited, whereby the piston 5 moves from the top dead center of the compression stroke in fig. 7 to the bottom dead center of the expansion stroke in fig. 9 through fig. 8. As can be seen by comparing the bottom dead center of fig. 5 with the bottom dead center of fig. 9, the bottom dead center of the expansion stroke in fig. 9 is lower than the bottom dead center of the intake stroke in fig. 5.
Further, in the expansion stroke, the rocking end 8b of the guide member 8 is pressed to the side away from the central axis line 2a of the cylinder 2 via the second connecting rod 17 by the rotation of the sub-crankshaft 16, and when the piston 5 reaches the bottom dead center of the expansion stroke in fig. 9, the rocking end 8b is in the state of being farthest from the central axis line 2a of the cylinder 2.
[ exhaust stroke ]
Referring to fig. 9 and 3, in the exhaust stroke of the internal combustion engine 1 according to the present embodiment, the piston 5 moves from the bottom dead center in fig. 9 to the top dead center in fig. 3, and the exhaust gas in the combustion chamber 9 is discharged. In the exhaust stroke, the swing end 8b of the guide member 8 is pulled by the second connecting rod 17 by the rotation of the sub-crankshaft 16, and swings so as to gradually approach the central axis 2a of the cylinder 2.
[ Stroke characteristics of internal Combustion Engine ]
Fig. 10 shows the stroke characteristics of the internal combustion engine 1 of the present embodiment. The broken line indicates the stroke characteristic of the internal combustion engine of the otto cycle as a comparative example. As compared with the otto cycle, the expansion stroke is long, and the time of the expansion stroke is long.
[ moving locus of the lower end of the first link ]
Fig. 11 shows a moving locus of the lower end of the first link 15. As is apparent from fig. 11, in the expansion stroke of the stroke length, the lower end of the first link 15 moves in substantially the same direction as the sliding direction of the piston 5. This can suppress the application of force to the piston 5 in a direction different from the sliding direction of the piston 5, suppress noise, and reduce the frictional resistance between the cylinder 2 and the piston 5. In fig. 11, the chain double-dashed line indicates a piston path, and the chain double-dashed line indicates a movement path of a large end portion of a general connecting rod connected to a crankshaft.
[ Effect of the internal Combustion Engine of the embodiment ]
According to the internal combustion engine 1 of the present embodiment, the time of the expansion stroke and the sliding stroke of the piston 5 can be increased without extremely retarding the closing of the intake valve 12.
Further, according to the present embodiment, the forward and backward movement of the first link 15 in the expansion stroke having the longest stroke can be made closer to the movement along the center axis of the cylinder 2 than in the conventional case, and the vibration of the internal combustion engine 1 can be suppressed and the friction between the piston 5 and the cylinder 2 can be reduced.
Further, according to the present embodiment, the second connecting rod 17, the sub-crankshaft 16, the drive gear 18, the intermediate gear 20, and the driven gear 19 constitute a swing unit for swinging the guide member 8, and the swing unit is constituted by a mechanical structure using the rotation of the crankshaft 6 as a power source. Therefore, it is not necessary to change the opening/closing timing of the intake valve in accordance with the change of the expansion ratio as in the conventional art, and the expansion ratio can be changed with a simple mechanical structure.
In addition, according to the present embodiment, the size of the internal combustion engine 1 in the height direction can be suppressed, and the size can be reduced.
[ internal Combustion Engine according to other embodiment ]
In the above embodiment, the power transmission between the drive gear 18 and the driven gear 19 via the intermediate gear 20 is explained. However, the swing unit of the present invention is not limited to this, and the drive gear 18 may be directly meshed with the driven gear 19 without an intermediate gear as in the internal combustion engine 1 according to another embodiment shown in fig. 12, for example.
As the swing unit of the present invention, a transmission belt, a chain, or the like may be used to transmit the rotation of the crankshaft 6 to the sub-crankshaft 16.
In the above-described embodiment, the case where the output shaft 21 is provided on the intermediate gear 20 has been described, but the configuration of the internal combustion engine 1 of the present invention is not limited to this, and the output shaft 21 may be provided on the crankshaft 6, for example.
In the above-described embodiment, the description has been given of the case where the sub-crankshaft 16 is provided below the crankshaft 6, but the configuration of the internal combustion engine of the present invention is not limited to this, and the sub-crankshaft 16 may be provided above the crankshaft, for example. In this case, the size of the internal combustion engine in the height direction can be suppressed, and the overall size of the internal combustion engine can be reduced.
In the above-described embodiment, the description has been given of the case where the first rotation axis 14a of the bridge member 14 is located upward, but the configuration of the internal combustion engine of the present invention is not limited to this, and the first rotation axis of the bridge member may be located downward, for example. In this case, the assembling workability can be improved by fastening the crankshaft 6 and the bridge member rotatably connected from below.
Claims (4)
1. An internal combustion engine, characterized by comprising:
a cylinder;
a piston which is slidable in the cylinder;
a crankshaft;
a first link connected to the piston so as to be freely swingable;
a guide member provided to be swingable;
a swing unit that swings the guide member; and
a bridge member having three rotation axes arranged so as to be positioned at vertexes of a triangle, the crankshaft and the first link being connected to two rotation axes, and the remaining one rotation axis being connected so as to be slidable along an extending direction of the guide member,
the swing unit swings the guide member in an expansion stroke so that a swing end of the guide member moves to a side away from a center axis of the cylinder,
the swing unit has a sub-crankshaft that rotates so as to be decelerated to a rotational speed of 1/2 with respect to the crankshaft,
the sub-crankshaft is connected to a swing end of the guide member via a second connecting rod.
2. The internal combustion engine according to claim 1,
the guide member has a long hole extending from the swing shaft side toward the swing end side, and the bridge member has a rotation axis connected to the guide member so as to be slidable along the long hole,
the rotation axis of the bridging member is located at the center of the long hole with the top dead center of the piston as the reference,
the swinging end is moved in an intake stroke and an expansion stroke such that the rotation axis of the bridge member faces the swinging shaft side,
the swinging end is moved in a compression stroke and an exhaust stroke so that the rotation axis of the bridge member faces the swinging end side.
3. An internal combustion engine, characterized by comprising:
a cylinder;
a piston which is slidable in the cylinder;
a first link having one end connected to the piston so as to freely swing;
a crankshaft;
a crankcase that rotatably supports the crankshaft;
a bridge member connected to the crankshaft and to the other end of the first connecting rod;
a guide member having one end connected to the bridging member so as to be capable of freely swinging and sliding at a position deviated from a connection position of the first link;
a sub-crankshaft that rotates so as to be decelerated to a rotational speed of 1/2 with respect to the crankshaft; and
a second connecting rod connecting the sub-crankshaft and a swing end of the guide member,
the crankshaft and the guide member are arranged in this order on a side deviated from a center axis of the cylinder.
4. The internal combustion engine according to claim 3,
the sub-crankshaft is disposed below the crankshaft.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-047652 | 2020-03-18 | ||
| JP2020047652A JP7034194B2 (en) | 2020-03-18 | 2020-03-18 | Internal combustion engine |
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| Publication Number | Publication Date |
|---|---|
| CN113494371A CN113494371A (en) | 2021-10-12 |
| CN113494371B true CN113494371B (en) | 2023-02-28 |
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|---|---|---|---|
| CN202110204454.0A Active CN113494371B (en) | 2020-03-18 | 2021-02-24 | Internal combustion engine |
Country Status (2)
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|---|---|
| JP (1) | JP7034194B2 (en) |
| CN (1) | CN113494371B (en) |
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| JP2016017489A (en) * | 2014-07-10 | 2016-02-01 | 日立オートモティブシステムズ株式会社 | Internal combustion engine control unit |
| CN105579676A (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 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH02501079A (en) * | 1986-09-01 | 1990-04-12 | パル・レオンハード・ヨハン・ゲルハード | Improvements in internal combustion engines |
| JP3165242B2 (en) * | 1992-06-26 | 2001-05-14 | マツダ株式会社 | Intake control device for supercharged engine |
| JP2017218919A (en) * | 2016-06-03 | 2017-12-14 | 株式会社 Ａｃｒ | Variable compression ratio Mechanical Atkinson cycle engine |
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- 2021-02-24 CN CN202110204454.0A patent/CN113494371B/en active Active
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| JP2000513779A (en) * | 1996-05-13 | 2000-10-17 | ブロードスーパー リミテッド | Internal combustion engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP7034194B2 (en) | 2022-03-11 |
| JP2021148045A (en) | 2021-09-27 |
| CN113494371A (en) | 2021-10-12 |
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