CN116792197A - Connecting mechanism and internal combustion engine with same - Google Patents

Abstract

The invention provides a connecting mechanism and an internal combustion engine with the same, which can process with high precision at low cost. The connection mechanism (56) has: a guide member (28) that is rotatably supported at one end by the first member (2) about a first axis (A4) and that extends linearly in a direction perpendicular to the first axis; and a slider (27) having a sliding portion (52) and a connecting portion (51), wherein the sliding portion (52) is supported on the outer peripheral portion of the guide member in a manner capable of sliding in the extending direction of the guide member, and the connecting portion (51) extends from the sliding portion in a direction perpendicular to the extending direction of the guide member and the first axis. The second member (26) is rotatably connected to the connection portion about a second axis (A5) parallel to the first axis. The second axis is offset in the extending direction of the guide member with respect to the center of the coupling portion.

Description

Connecting mechanism and internal combustion engine with same

Technical Field

The present invention relates to a connection mechanism and an internal combustion engine having the connection mechanism.

Background

In recent years, research and development for improving fuel efficiency, which contributes to the improvement of energy efficiency, have been conducted in order to ensure that more people can obtain affordable, reliable, sustainable and advanced energy.

Patent document 1 discloses an atkinson-type internal combustion engine, which has: a piston slidably provided in the cylinder; a bridge rotatably supported by the crankshaft; a connecting rod connecting the piston with the bridge; a sub-crankshaft which rotates at a rotational speed of 1/2 of the crankshaft; a guide member rotatably supported by the engine body; a sub-link connecting the sub-crankshaft with the guide member; and a slider having a first end rotatably connected to the other end of the bridge portion and a second end slidably connected to the guide member. Since the stroke of the piston in the expansion stroke is longer than the stroke of the piston in the compression stroke, the energy of the exhaust gas can be effectively utilized, and the energy efficiency of the internal combustion engine can be improved.

Prior art literature

Patent document 1: japanese patent laid-open No. 2021-148045

Disclosure of Invention

Problems to be solved by the invention

In patent document 1, a connection mechanism is formed by a guide member and a bridge portion. The guide member has a long hole, and the bridge has a pin that slides in the long hole. In order to smoothly move the pin of the bridge portion in the long hole of the guide member, high accuracy is required for processing the inner surface of the long hole. In general, the processing of the inner surface of the structure is technically difficult than the processing of the outer surface, and there is a problem of increased cost. In addition, by improving the machining accuracy of the guide member, friction loss can be reduced, and energy efficiency can be improved.

In view of the above background, an object of the present invention is to provide a connection mechanism that can perform high-precision machining at low cost. The present invention also aims to improve the energy efficiency of the connection mechanism. Further, the present invention provides an internal combustion engine having a connecting mechanism that can perform high-precision machining at low cost. The present invention also aims to improve the energy efficiency of an internal combustion engine.

[ means for solving the problems ]

In order to solve the above-described problem, one embodiment of the present invention is a connection mechanism 56 including: a guide member 28 rotatably supported at one end by the first member 2 about a first axis A4, the guide member 28 extending linearly in a direction perpendicular to the first axis; and a slider 27 having a sliding portion 52 and a coupling portion 51, the sliding portion 52 being slidably supported by an outer peripheral portion of the guide member in an extending direction of the guide member, the coupling portion 51 extending from the sliding portion in a direction perpendicular to the extending direction of the guide member and the first axis, the second member 26 being rotatably coupled to the coupling portion about a second axis A5 parallel to the first axis, the second axis being offset in the extending direction of the guide member with respect to the center of the coupling portion.

According to this aspect, since the outer peripheral portion of the guide member becomes the sliding contact portion, the processing of the guide member becomes easy. This can provide a connection mechanism that can perform high-precision machining at low cost. Further, since the second axis is offset from the center of the connecting portion in the extending direction of the guide member, the slide block can be prevented from tilting relative to the guide member, and the slide portion can be smoothly slid relative to the guide member.

In the above aspect, the sliding portion may have a ring 52A that is in sliding contact with the outer peripheral portion of the guide member, and the coupling portion may have: a pair of support walls 51A protruding from an outer peripheral portion of the ring; and a pin 51B extending around the second axis and coupled to the pair of support walls, wherein cutouts 52C are provided at connection portions of the ring and the pair of support walls, respectively.

According to this aspect, the cutout portion can reduce the rigidity of the connection portion where the ring is connected to the support wall. This can suppress a local increase in the contact pressure between the ring and the guide member.

In the above aspect, the cutout may be formed in an end surface of the ring and the pair of support walls on a side toward which the second axis is offset.

According to this aspect, the contact pressure between the ring and the guide member increases, and the contact pressure in the portion can be reduced. Due to the inclination of the ring with respect to the guide member, the contact pressure of the end portion of the ring with the guide member is liable to become high.

In the above aspect, the outer peripheral portion of the guide member may have a plurality of circumferential surface portions 28C and a plurality of planar surface portions 28D in the circumferential direction.

According to this aspect, the area of the circumferential surface portion is reduced by the planar portion, so that the processing of the outer circumferential portion of the guide member is facilitated.

The internal combustion engine 1 having the above-described connection mechanism may be provided with: an engine body 2 that forms a cylinder 7 extending in the up-down direction and a crank chamber 8 provided below and laterally of the cylinder; a piston 21 slidably provided in the cylinder; a crankshaft 22 rotatably supported by the engine body; a bridge 26 rotatably supported at a central portion thereof by the crankshaft; a connecting rod 25 connected to one end of the piston and the bridge; a sub-crankshaft 23 rotatably supported by the engine body at a position above an axis A2 of the crankshaft and rotated at a rotational speed of 1/2 of the crankshaft; and a sub-link 29 connected to the sub-crankshaft, wherein the guide member is rotatably supported by the engine body as the first member and connected to the sub-crankshaft via the sub-link, and the connecting portion of the slider is rotatably connected to the other end of the bridge portion.

According to this aspect, the manufacturing cost of the atkinson cycle internal combustion engine can be reduced.

In the above aspect, the guide member may be disposed above an axis of the crankshaft.

According to this aspect, the length of the internal combustion engine in the up-down direction can be reduced, and the internal combustion engine can be miniaturized. Further, since the sub-crankshaft, the sub-connecting rod, and the guide member are disposed above the crankshaft, the sub-connecting rod, and the guide member do not stir the oil accumulated in the lower portion of the internal combustion engine. This can improve the energy efficiency of the internal combustion engine.

In the above aspect, the guide member may extend above the bridge portion in a lateral direction perpendicular to the vertical direction and the axis of the crankshaft.

According to this aspect, the guide member can be disposed in the internal combustion engine with good space efficiency.

In the above aspect, the engine body may have a cylinder block 11 forming the cylinder, a pivot 45 may be supported on the cylinder block, and one end of the guide member may be rotatably supported on the pivot.

In this way, the guide member can be supported by the cylinder block having high rigidity.

In the above aspect, the pivot may be disposed between the axis of the crankshaft and the cylinder when viewed in the vertical direction.

According to this aspect, the guide member can be disposed close to the cylinder with good space efficiency.

In the above aspect, the bridge portion and the guide member may be disposed parallel to each other when the piston is at the top dead center.

According to this aspect, the guide member can be arranged along the bridge portion with good space efficiency.

Effects of the invention

According to the above configuration, a connection mechanism capable of performing high-precision machining at low cost can be provided. In addition, the energy efficiency of the connection mechanism can be improved. Further, an internal combustion engine having a connection mechanism that can be processed with high accuracy at low cost can be provided. In addition, the energy efficiency of the internal combustion engine can be improved.

Drawings

Fig. 1 is a perspective view of an internal combustion engine.

Fig. 2 is a schematic diagram of an internal combustion engine.

Fig. 3 is a sectional view of an upper portion of the internal combustion engine.

Fig. 4 is a perspective view showing a connection structure of a piston, a crankshaft, and a sub-crankshaft.

Fig. 5 is a perspective view of the connection mechanism.

Fig. 6 is a cross-sectional view of the connection mechanism.

Fig. 7 is a perspective view of the slider.

Fig. 8 is a side view of the connection mechanism.

Fig. 9 is an explanatory diagram of a lubrication structure of the internal combustion engine.

Fig. 10 is a side view of the bridge.

Fig. 11 is a cross-sectional view of the bridge.

Fig. 12 is a cross-sectional view of the bridge body.

Fig. 13 is an explanatory diagram showing a positional relationship of each structure of the internal combustion engine at the start of the expansion stroke.

Fig. 14 is an explanatory diagram showing a positional relationship of each structure of the internal combustion engine at the start of an exhaust stroke.

Fig. 15 is an explanatory diagram showing a positional relationship of each structure of the internal combustion engine at the start of an intake stroke.

Fig. 16 is an explanatory diagram showing the positional relationship of each structure of the internal combustion engine at the start of the compression stroke.

Fig. 17 is a graph showing piston stroke characteristics of the internal combustion engine.

Fig. 18 is an explanatory diagram showing the positional relationship of each structure of the internal combustion engine according to a modification.

Description of the reference numerals

1: an internal combustion engine;

2: an engine body;

3: a cylinder head;

7: a cylinder;

8: a crank chamber;

11: a cylinder block portion;

14: a first upper end surface;

15: a second upper end surface;

21: a piston;

22: a crankshaft;

23: a secondary crankshaft;

25: a connecting rod;

25A: a support wall portion;

25B: a link pin;

26: a bridge portion;

27: a slide block;

28: a guide member;

28A: a support wall portion;

28B: a guide pin;

28C: a circumferential face portion;

28D: a planar portion;

29: a secondary connecting rod;

31: a crankshaft bearing hole;

33: a secondary crankshaft bearing hole;

34: a bearing cap;

41: a first bridge bearing bore;

42: a piston pin;

43: a second bridge bearing bore;

45: a pivot;

51: a connecting part;

51A: a support wall;

51B: a slider pin;

52: a sliding part;

52A: a ring;

52C: a cutout portion;

54: a third bridge bearing bore;

56: a connecting mechanism;

65: an intake manifold;

66: a cover;

67: a space;

68: a fuel injection device;

69: a delivery tube;

81: a main oil duct;

82: a connecting oil path;

85: a first oil passage;

87: a first oil groove;

91: a concave portion;

91A: the bottom surface of the concave part;

91B: a concave side surface;

91C: a groove portion;

91D: an internal threaded hole;

92: a bridge body;

93: a cover;

93A: a cover end surface;

93B: a cover side;

93C: bolt holes;

95: a bolt;

96: a second oil path;

97: a third oil passage;

98: a second oil groove;

101: a third oil groove;

102: a fourth oil passage;

103: a fifth oil passage;

104: a fourth oil groove;

106: a sixth oil passage;

107: a seventh oil passage;

111: a piston nozzle;

112: an auxiliary oil passage;

113: a second connecting oil path;

114: an oil injector;

116: a third connecting oil path;

a1: a cylinder axis;

a2: an axis of the crankshaft;

a3: an axis of the secondary crankshaft;

a4: an axis of the pivot;

a5: the axis of the slider pin.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Hereinafter, for convenience of explanation, the up-down direction, the left-right direction, and the front-rear direction are defined. The directions are not limited to the directions when the internal combustion engine 1 is used.

As shown in fig. 1 to 3, an atkinson cycle type internal combustion engine 1 includes: an engine body 2, a cylinder head 3 coupled to an upper end portion of the engine body 2, a head cover 4 coupled to an upper end portion of the cylinder head 3, and an oil pan 5 coupled to a lower end portion of the engine body 2.

As shown in fig. 3, the engine body 2 is formed with a cylinder 7 extending in the up-down direction and a crank chamber 8 provided below and laterally of the cylinder 7. The engine body 2 has a cylinder block portion 11 forming the cylinder 7. The engine body 2 further includes a case 12 that forms the crank chamber 8. The housing 12 is connected to the cylinder block 11, and extends downward and forward from the cylinder block 11. The cylinders 7 are provided with at least 1. In the present embodiment, the internal combustion engine 1 has 4 cylinders 7 arranged in the left-right direction. The crank chamber 8 is connected to the lower end of each cylinder 7. The crank chamber 8 extends from a lower portion of each cylinder 7 in a front direction of each cylinder 7.

A first upper end surface 14 and a second upper end surface 15 are provided at an upper end portion of the engine body 2. Each cylinder 7 opens at a first upper end face 14. The crank chamber 8 is open at a second upper end surface 15. The first upper end face 14 and the second upper end face 15 are formed parallel to each other. The second upper end surface 15 is disposed below the first upper end surface 14. The first upper end surface 14 and the second upper end surface 15 are formed as planes perpendicular to the cylinder axis A1. A first upper end surface 14 is formed at the upper end of the cylinder block portion 11, and a second upper end surface 15 is formed at the upper end of the housing portion 12. The first upper end surface 14 and the second upper end surface 15 extend laterally, respectively.

As shown in fig. 1 and 2, the engine body 2 may have an upper body 17 and a lower body 18 coupled to a lower portion of the upper body 17. The upper portions of the cylinder block portion 11 and the housing portion 12 may be formed of an upper body 17. The lower portion of the housing portion 12 may be formed by a lower body 18.

As shown in fig. 4, each cylinder 7 is slidably provided with a piston 21. A crankshaft 22 and a sub-crankshaft 23 are rotatably supported by the engine block 2. The piston 21 is connected to the crankshaft 22 via a connecting rod 25 and a bridge 26. The bridge 26 is connected to the sub-crankshaft 23 via a slider 27, a guide member 28, and a sub-link 29. The link 25, the bridge 26, the slider 27, the guide member 28, and the sub-link 29 are provided corresponding to each cylinder 7.

The crankshaft 22 and the sub-crankshaft 23 extend in parallel with each other in the left-right direction. The crankshaft 22 has: a plurality of crank shaft neck portions 22A arranged coaxially, a plurality of crank arm portions 22B extending radially from the crank shaft neck portions 22A, and a plurality of crank pin portions 22C connecting adjacent crank arm portions 22B. Similarly, the sub crankshaft 23 has: a plurality of secondary crank shaft neck portions 23A arranged coaxially, a plurality of secondary crank shaft arm portions 23B extending radially from the secondary crank shaft neck portions 23A, and a plurality of secondary crank shaft pin portions 23C connecting adjacent secondary crank shaft arm portions 23B.

The crankshaft 22 is rotatably supported by the engine body 2 at a plurality of crankshaft journals 22A. Each of the crank journal portions 22A may be rotatably supported by a crank bearing hole 31 provided between the upper body 17 and the lower body 18. The axis A2 of the crankshaft 22 is disposed below the lower end of the cylinder 7. The axis A2 of the crankshaft 22 is disposed forward of the front end of the cylinder 7 as viewed in the vertical direction.

As shown in fig. 3, the sub-crankshaft 23 is supported by a sub-crankshaft bearing hole 33 formed in the second upper end surface 15. The sub-crankshaft bearing hole 33 is formed between the second upper end surface 15 and a plurality of bearing caps 34 coupled to the second upper end surface 15. The sub-crankshaft 23 is disposed above the crankshaft 22. Specifically, the axis A3 of the sub-crankshaft 23 is disposed above the axis A2 of the crankshaft 22. The axis A2 of the sub-crankshaft 23 is disposed below the upper end of the cylinder 7 and above the lower end of the cylinder 7. The axis A2 of the sub-crankshaft 23 is disposed forward of the front end of the cylinder 7. The axis A2 of the sub-crankshaft 23 is disposed forward of the axis A2 of the crankshaft 22.

The sub-crankshaft 23 rotates at 1/2 of the rotational speed of the crankshaft 22 in synchronization with the crankshaft 22. As shown in fig. 2, the first gear 36 is coupled to an end of the crankshaft 22. A second gear 38, which meshes with the first gear 36 via a first idler gear 37, is coupled to an end portion of the secondary crankshaft 23. The number of teeth of the second gear 38 is set to 2 times the number of teeth of the first gear 36. The ends of the crankshaft 22 and the sub-crankshaft 23 protrude to the outside of the engine body 2. The first gear 36 and the second gear 38 are disposed outside the engine body 2.

As shown in fig. 4, the bridge portion 26 is rotatably supported by each crankpin portion 22C. The bridge portion 26 is rotatably supported at its central portion by the crankpin portion 22C. A first bridge bearing hole 41 is formed in the center portion of the bridge 26, and the crankpin portion 22C is rotatably accommodated in the first bridge bearing hole 41. One end of the bridge 26 is connected to the piston 21 via a connecting rod 25.

The upper end of the connecting rod 25 is rotatably connected to the piston 21 via a piston pin 42. The lower end of the link 25 has a pair of left and right support wall portions 25A and a link pin 25B that is supported by the pair of left and right support wall portions 25A. A second bridge bearing hole 43 is formed at one end of the bridge 26, and the link pin 25B is rotatably supported by the second bridge bearing hole 43. The link pin 25B and the second bridge bearing hole 43 extend in the left-right direction, respectively. The second bridge bearing hole 43 is provided at the rear end of the bridge 26.

The guide member 28 is rotatably supported by the engine body 2 at a position above the axis A2 of the crankshaft 22. The guide member 28 extends above the bridge portion 26 in a lateral direction perpendicular to the up-down direction and the axis A2 of the crankshaft 22. That is, the guide member 28 extends in the front-rear direction. The guide member 28 is disposed above the axis A2 of the crankshaft 22 and below the axis A2 of the sub-crankshaft 23.

A pivot 45 is supported by the cylinder block 11. The pivot 45 is supported on the front portion of the cylinder block 11 and extends parallel to the crankshaft 22. The pivot 45 is disposed between the axis A2 of the crankshaft 22 and the cylinder 7 as viewed in the vertical direction. One end of the guide member 28 is rotatably supported by a pivot 45. In the present embodiment, the rear end of the guide member 28 is rotatably supported by the pivot 45, and the front end of the guide member 28 is rotated up and down. Since the pivot shaft 45 is provided in the cylinder block 11, the guide member 28 can be supported by the cylinder block 11 having high rigidity. Further, since the guide member 28 is disposed between the axis A2 of the crankshaft 22 and the cylinder 7, the guide member can be disposed close to the cylinder 7. This allows the guide member 28 to be arranged with good space efficiency.

As shown in fig. 4 and 5, the guide member 28 is connected to the sub-crankshaft 23 via a sub-link 29. The guide member 28 has a pair of left and right support wall portions 28A and a guide pin 28B that is provided to the pair of left and right support wall portions 28A at the distal end thereof. The sub-link 29 has one end rotatably supported by the sub-crankpin portion 23C of the sub-crankshaft 23 and the other end rotatably supported by the guide pin 28B. Thereby, the guide member 28 rotates about the pivot 45 in accordance with the rotation of the sub-crankshaft 23.

As shown in fig. 5 to 7, the slider 27 includes: a coupling portion 51 rotatably coupled to the other end of the bridge portion 26; and a slide portion 52 slidably connected to the guide member 28. The sliding portion 52 has a ring 52A in sliding contact with the outer peripheral portion of the guide member 28. The coupling portion 51 includes a pair of support walls 51A protruding from the outer periphery of the ring 52A, and a slider pin 51B, which is a pin coupled to the pair of support walls 51A. The slider pin 51B extends parallel to the crankshaft 22.

The slider pin 51B is rotatably supported in a third bridge bearing hole 54 provided in the bridge 26. The third bridge bearing hole 54 is provided at an end of the bridge 26 opposite to the end where the second bridge bearing hole 43 is provided, i.e., a leading end. The third bridge bearing hole 54 extends parallel to the first bridge bearing hole 41. The coupling portion 51 of the slider 27 is rotatably coupled to the bridge portion 26 through the slider pin 51B and the third bridge portion bearing hole 54.

The guide member 28 and the slider 27 constitute a connection mechanism 56 that connects the bridge 26 and the sub link 29. In the connection mechanism 56, the guide member 28 is rotatably supported at one end by the first member about the first axis, and the guide member 28 extends linearly in a direction perpendicular to the first axis. In the present embodiment, the first member corresponds to the engine body 2, and the first axis corresponds to the axis A4 of the pivot 45. In the connection mechanism 56, the slider 27 has: a sliding portion 52 slidably supported by the outer peripheral portion of the guide member 28 in the extending direction of the guide member 28; and a coupling portion 51 extending from the sliding portion 52 in a direction perpendicular to the extending direction of the guide member 28 and the first axis. The second member is rotatably coupled to the coupling portion 51 about a second axis parallel to the first axis. In the present embodiment, the second member corresponds to the bridge portion 26, and the second axis corresponds to the axis A5 of the slider pin 51B.

As shown in fig. 5 and 6, the outer peripheral portion of the guide member 28 may have a plurality of circumferential face portions 28C and a plurality of planar face portions 28D in the circumferential direction. The inner peripheral surface of the ring 52A may be formed as a circumferential surface. The inner peripheral surface of the ring 52A portion is in sliding contact with the plurality of circumferential surface portions 28C of the guide member 28. Gaps are formed between the inner peripheral surface of the ring 52A and the plurality of flat portions 28D of the guide member 28. Since the area of the circumferential surface portion 28C on the outer peripheral portion of the guide member 28 is reduced by the flat surface portion 28D, processing of the outer peripheral portion of the guide member 28 becomes easy.

As shown in fig. 8, the axis A5 of the slider pin 51B constitutes the rotational axis of the coupling portion 51. The slider pin 51B is disposed outside the guide member 28, and therefore, the guide member 28 and the bridge 26 can be disposed apart from each other. This can increase the rotation range of the bridge 26 with respect to the guide member 28.

The slider pin 51B is offset in the extending direction of the guide member 28 with respect to the center of the coupling portion 51. In the present embodiment, the slider pin 51B and the axis A5 of the slider pin 51B are offset toward the bridge portion 26 side in the extending direction of the guide member 28. Further, the slider pin 51B is offset toward the axis A4 side of the pivot 45 in the extending direction of the guide member 28.

The slider 27 receives a load from the bridge portion 26 via the slider pin 51B. The bridge 26 is disposed below the slider 27, and applies a load F from the pivot 45 side to the guide pin 28B side in the extending direction of the guide member 28. Thereby, a moment M clockwise as viewed from the left side is applied to the slider 27. Thereby, a portion with high contact pressure is locally generated at the contact portion where the inner peripheral surface of the ring 52A contacts the circumferential surface portion 28C of the guide member 28. In the present embodiment, the slider pin 51B is offset toward the bridge 26 side, that is, toward the pivot 45 in the extending direction of the guide member 28, and therefore, the direction of the load F applied from the bridge 26 approaches the center side of the ring 52A, and therefore, the moment M generated at the slider 27 is reduced. This makes it possible to suppress a local increase in contact pressure at the contact portion where the inner peripheral surface of the ring 52A contacts the circumferential surface portion 28C of the guide member 28.

As shown in fig. 7, cutouts 52C are provided at the connection portions of the ring 52A and the pair of support walls 51A, respectively. The cutout 52C may be formed on the end surface 52B of both the ring 52A and the pair of support walls 51A. The cutout 52C may be formed at least on the ring 52A and the end surface 52B of the pair of support walls 51A on the side toward which the axis A5 of the slider pin 51B is offset. Since the wall thickness of the joint between the support wall 51A and the ring 52A increases, the rigidity of the ring 52A locally increases. Therefore, at the joint between the support wall 51A and the ring 52A, the contact pressure between the ring 52A and the guide member 28 is easily increased. The cutout 52C reduces the rigidity of the joint between the support wall 51A and the ring 52A, and reduces the contact pressure between the ring 52A and the guide member 28. In particular, the contact pressure between the end of the ring 52A and the guide member 28 tends to be high due to the inclination of the ring 52A with respect to the guide member 28. Therefore, by providing the cutout portion 52C on the end surface 52B of the ring 52A, a local increase in the contact pressure between the ring 52A and the guide member 28 can be effectively suppressed.

As shown in fig. 3, the cylinder head 3 is joined to the first upper end surface 14. The cylinder head 3 has a combustion chamber recess 61 recessed upward in a portion corresponding to the upper end of each cylinder 7. The combustion chamber recess 61 delimits the combustion chamber 62 in cooperation with the cylinder 7 and the piston 21. The cylinder head 3 has an intake port 63 and an exhaust port extending from the combustion chamber 62. The intake port 63 extends forward and upward from the combustion chamber 62, and opens at the front side surface of the cylinder head 3. A port forming portion 3A protruding forward is provided on the front side portion of the cylinder head 3. The air inlet 63 passes through the inside of the port formation part 3A, and opens at the tip end of the port formation part 3A. An intake manifold 65 communicating with the intake port 63 is joined to the front side of the cylinder head 3. The intake manifold 65 is fastened to the front end of the port forming portion 3A. The intake manifold 65 extends forward from the front side surface of the cylinder head 3.

The second upper end surface 15 is joined to a cover 66 that covers the secondary crankshaft 23. The cover 66 closes the crank chamber 8 opened at the second upper end surface 15. An intake manifold 65 is disposed above the hood 66. A space 67 is formed between the cover 66 and the intake manifold 65.

A plurality of fuel injection devices 68 are provided in the cylinder head 3. Each fuel injection device 68 is disposed above the second upper end surface 15. Each fuel injection device 68 is provided below the intake port 63 on the front side surface of the cylinder head 3. In the present embodiment, each fuel injection device 68 injects fuel into the combustion chamber 62. In other embodiments, each fuel injection device 68 may inject fuel into intake port 63. A portion of each fuel injection device 68 may be disposed above the cap 66. A portion of each fuel injection device 68 may be disposed below intake manifold 65. Further, a part of each fuel injection device 68 may be disposed below the port formation portion 3A. Each fuel injection device 68 is connected to a delivery pipe 69. The conveying pipe 69 extends in the left-right direction. The delivery pipe 69 is disposed above the hood 66 and below the intake manifold 65. The fuel is supplied to each fuel injection device 68 via a delivery pipe 69. The front end of each fuel injection device 68 and the front end of the delivery pipe 69 are disposed rearward of the front end of the cover 66 and the front end of the intake manifold 65, respectively.

A spark plug 64 is provided in the combustion chamber 62. The spark plug 64 extends upward from the combustion chamber 62 and protrudes upward from the cover 4.

As shown in fig. 2, an intake camshaft 71 and an exhaust camshaft 72 that constitute a valve train are rotatably supported by the cylinder head 3. The ends of the intake camshaft 71 and the exhaust camshaft 72 protrude to the outside of the cylinder head 3. An intake-side sprocket 71A is provided at an end of the intake camshaft 71. An exhaust side sprocket 72A is provided at an end of the exhaust camshaft 72. A second idler gear 74A that meshes with the first idler gear 37 is provided on the outer surface of the engine body 2. Sprocket 74B is coaxially coupled with second idler gear 74A. The sprocket 74B, the intake side sprocket 71A, and the exhaust side sprocket 72A are connected to each other by a timing chain 75.

(oil passage)

As shown in fig. 9, a main oil passage 81 and a connecting oil passage 82 extending from the main oil passage 81 to at least 1 sliding contact surface of the crank bearing hole 31 are formed in the engine body 2. The main oil passage 81 is disposed at the rear of the cylinder block 11. The main oil passage 81 extends laterally rearward of each cylinder 7. The main oil passage 81 is connected to an oil suction passage 83. The oil suction path 83 is formed by a pipe and a passage formed in the engine body 2. The upstream end of the oil suction passage 83 is disposed in the oil stored in the oil pan 5. The oil suction path 83 is provided with an oil pump 83A that sucks in oil from the upstream side, and an oil filter 83B. The oil pump 83A is coupled to the crankshaft 22 via a chain 84, and is driven by the rotational force of the crankshaft 22. The oil pump 83A is disposed below the crankshaft 22.

In the present embodiment, a plurality of connecting oil passages 82 corresponding to the respective crank bearing holes 31 are provided. The crankshaft 22 is formed with a plurality of first oil passages 85 extending from the outer peripheral surface of each crank journal portion 22A to the outer peripheral surface of the corresponding crank pin portion 22C. The first oil passages 85 are open to the outer peripheral surface of each crank journal portion 22A and open to the outer peripheral surface of the crank journal portion 22C. Each first oil passage 85 is connected to the corresponding connection oil passage 82. A first oil groove 87 extending in the circumferential direction is formed in at least one of the inner peripheral surface of the crank bearing hole 31 and the outer peripheral surface of the crank journal portion 22A. The first oil passage 85 is connected to the connection oil passage 82 via a first oil groove 87.

As shown in fig. 10 to 12, the bridge 26 includes: a bridge body 92 having a recess 91; and a cover 93 fitted into the recess 91 of the bridge body 92. The bridge main body 92 and the cover 93 cooperate with each other to form the first bridge bearing hole 41, and the crankpin portion 22C of the crankshaft 22 is rotatably accommodated in the first bridge bearing hole 41. The recess 91 has a recess bottom surface 91A and a pair of recess side surfaces 91B perpendicular to the recess bottom surface 91A. The recess 91 is formed in a substantially quadrangular shape as viewed from the left-right direction. The recess 91 penetrates the bridge body 92 in the left-right direction.

The cover 93 is formed in a substantially quadrangular shape as viewed from the left-right direction. The cover 93 has a cover end surface 93A that abuts against the recess bottom surface 91A and a pair of cover side surfaces 93B that contact the pair of recess side surfaces 91B. The first bridge bearing hole 41 is formed in the recess bottom surface 91A and the cover end surface 93A. The cover 93 is pressed into the recess 91. Thus, the lid end surface 93A is in close contact with the recess bottom surface 91A, and the pair of lid side surfaces 93B are in close contact with the corresponding recess side surfaces 91B.

The cover 93 is fastened to the bridge body 92 by a pair of bolts 95. A pair of female screw holes 91D are formed in front of and behind the first bridge bearing hole 41 of the recess bottom surface 91A. A pair of bolt holes 93C are formed in the cover 93 in front of and behind the first bridge bearing hole 41. Each bolt 95 may pass through the bolt hole 93C and be screwed into the female screw hole 91D.

At least 1 groove 91C is formed in the bottom of the recess 91. The groove 91C is pressed into the recess 91, and accommodates a part of the deformed cover 93. That is, the groove 91C functions as a relief portion of the cover 93. The groove 91C may be provided at a boundary portion between the recess bottom surface 91A and the recess side surface 91B. The groove 91C may extend along a boundary portion between the recess bottom surface 91A and the recess side surface 91B.

The bridge portion 26 has a second oil passage 96 and a third oil passage 97. The second oil passage 96 is formed at a boundary portion between the bridge main body 92 and the cover 93 or at the cover 93. The second oil passage 96 opens in the first bridge bearing hole 41 and is connected to the first oil passage 85. A second oil groove 98 extending in the circumferential direction is formed in at least one of the inner peripheral surface of the first bridge bearing hole 41 and the outer peripheral surface of the crankpin portion 22C. The second oil passage 96 is connected to the first oil passage 85 via a second oil groove 98. In the present embodiment, the second oil passage 96 extends linearly from the first bridge bearing hole 41 toward the rear cover side surface 93B. In other embodiments, the second oil passage 96 may be formed by a groove recessed in at least one of the bottom of the recess 91 and the lid end surface 93A. The second oil passage 96 intersects the bolt hole 93C. A gap is formed between the outer peripheral surface of the bolt 95 and the inner peripheral surface of the bolt hole 93C, and oil flows through the gap.

The third oil passage 97 extends linearly from the recess 91 to the second bridge bearing hole 43. One end of the third oil passage 97 opens at the recess side surface 91B on the rear side, and the other end of the third oil passage 97 opens at the second bridge bearing hole 43. A third oil groove 101 extending in the circumferential direction may be formed in one of the inner peripheral surface of the second bridge bearing hole 43 and the outer peripheral surface of the link pin 25B.

The bridge portion 26 has a fourth oil passage 102 and a fifth oil passage 103. The fourth oil passage 102 is formed at the boundary between the bridge body 92 and the cover 93 or at the cover 93. The fourth oil passage 102 opens in the first bridge bearing hole 41 and is connected to the first oil passage 85. The fourth oil passage 102 is connected to the first oil passage 85 via the second oil groove 98. In the present embodiment, the fourth oil passage 102 extends linearly from the first bridge bearing hole 41 toward the front cover side surface 93B. In other embodiments, the second oil passage 96 may be formed by a groove recessed in at least one of the bottom of the recess 91 and the lid end surface 93A. A part of the fourth oil passage 102 may be formed by a groove formed in the outer peripheral surface of the bolt 95.

The fifth oil passage 103 extends linearly from the recess 91 to the third bridge bearing hole 54. One end of the fifth oil passage 103 opens at the recess side surface 91B on the front side, and the other end of the fifth oil passage 103 opens at the third bridge bearing hole 54. A fourth oil groove 104 extending in the circumferential direction may be formed in one of the inner circumferential surface of the third bridge bearing hole 54 and the outer circumferential surface of the slider pin 51B.

The second oil passage 96 and the fourth oil passage 102 may be formed by a drill in a state where the cover 93 is separated from the bridge body 92. The third oil passage 97 and the fifth oil passage 103 may be formed by a drill from the recess 91 side in a state where the bridge body 92 is separated from the cover 93. The third oil passage 97 may be perforated from the recess side surface 91B on the rear side toward the second bridge bearing hole 43. Thus, the third oil passage 97 can be perforated without forming an unnecessary machining hole in the rear end portion of the bridge body 92. The virtual line extending from the axis of the third oil passage 97 toward the recess 91 is set so as not to overlap the bridge body 92. The fifth oil passage 103 may be perforated from the front concave side surface 91B toward the third bridge bearing hole 54. Thus, the fifth oil passage 103 can be bored without forming an unnecessary processing hole in the distal end portion of the bridge body 92. The virtual line extending from the recess 91 side to the axis of the fifth oil passage 103 is set so as not to overlap the bridge body 92. Thus, a complicated process of pressing a plug such as a metal ball into the through-hole-formed passage to block a part of the passage is not required.

A sixth oil passage 106 that is connected to the fifth oil passage 103 and opens to the outer surface of the bridge body 92 is formed in the bridge body 92. The sixth oil passage 106 opens to the guide member 28 at the upper surface of the bridge body 92, and sprays oil toward the guide member 28. Thereby, the sliding contact portion between the guide member 28 and the slider 27 is lubricated. In other embodiments, the sixth oil passage 106 may extend from the third oil passage 97 to the upper surface of the bridge body 92.

A seventh oil passage 107 connected to the fourth oil groove 104 and opening on the outer surface of the bridge body 92 is formed in the bridge body 92. The seventh oil passage 107 opens toward the guide member 28 and ejects oil toward the guide member 28.

The oil in the main oil gallery 81 is supplied to the third oil groove 101 through the connecting oil passage 82, the first oil groove 87, the first oil passage 85, the second oil groove 98, the second oil passage 96, and the third oil passage 97 in this order by the oil pump 83A. The oil supplied to the second oil groove 98 passes through the fourth oil passage 102 and the fifth oil passage 103 in this order, and is supplied to the fourth oil groove 104. Thereby, each crank bearing hole 31, the first bridge bearing hole 41, the second bridge bearing hole 43, and the third bridge bearing hole 54 of each bridge 26 are lubricated.

At the lower end of the cylinder block 11, a plurality of piston nozzles 111 are provided corresponding to the respective pistons 21. Each piston nozzle 111 is connected to the main oil gallery 81. Each piston nozzle 111 injects the oil supplied from the main oil gallery 81 toward the back surface of the corresponding piston 21.

An auxiliary oil passage 112 is formed in the cylinder block 11 above the pivot shaft 45. The sub-oil passage 112 is formed in the cylinder block 11 on the front side of each cylinder 7, and extends laterally. The sub oil passage 112 is connected to the main oil passage 81 via a second connection oil passage 113.

A plurality of injectors 114 are provided in the cylinder block 11 above the pivot 45. Each fuel injector 114 is connected to the sub-gallery 112. Each of the injectors 114 injects oil toward at least two of the sub-crankshaft 23, the sub-connecting rod 29, the guide member 28, and the bridge portion 26. When the injector 114 injects oil toward the sub-crankshaft 23, the oil flows from the sub-crankshaft 23 to the sub-link 29, the guide member 28, and the bridge portion 26, which are disposed below the sub-crankshaft 23. In this way, the fuel injector 114 can efficiently lubricate a plurality of elements.

The third connecting oil passage 116 may extend from the main oil passage 81 to the cylinder head 3. Oil is supplied to a valve train mechanism, not shown, through a third connecting oil passage 116.

The operation of the internal combustion engine 1 of the present embodiment will be described. In the expansion stroke, the internal combustion engine 1 changes as shown in fig. 13 to 14. As shown in fig. 13, at the start of the expansion stroke, the piston 21 is at the top dead center, and the mixture is ignited in the combustion chamber 62. The piston 21 is pressed downward by the combustion gas generated in the combustion chamber 62 by the combustion of the mixed gas. At this time, the crankshaft 22 rotates, the slider 27 slides with respect to the guide member 28, and the bridge 26 rotates with respect to the crankpin portion 22C. Thereby, the piston 21 descends by the expansion stroke S1 to reach the bottom dead center at the time of expansion. In the expansion stroke, the tip end of the guide member 28 is closest to the side of the secondary crankshaft 23. Thereby, the inclination angle of the guide member 28 with respect to the front-rear direction becomes relatively large. Thereby, the bridge 26 can rotate, and the piston 21 can move greatly.

In the exhaust stroke, the internal combustion engine 1 changes as shown in fig. 14 to 15. By the rotation of the crankshaft 22, the piston 21 moves from the bottom dead center to the top dead center at the time of expansion. At this time, the exhaust port is opened, and the combustion gas in the cylinder 7 is discharged from the exhaust port. In the exhaust stroke, the tip end of the guide member 28 is gradually pushed downward by the sub-link 29 by the rotation of the sub-crankshaft 23. Thereby, the inclination angle of the guide member 28 with respect to the front-rear direction becomes smaller.

In the intake stroke, the internal combustion engine 1 changes as in fig. 15 to 16. By the rotation of the crankshaft 22, the piston 21 lowers the intake stroke S2 from the top dead center to the bottom dead center at the time of intake. At this time, the intake port 63 is opened, and the mixture gas is sucked into the cylinder 7. In the intake stroke, the tip end of the guide member 28 is located farthest from the secondary crankshaft 23. Thus, the inclination angle of the guide member 28 with respect to the front-rear direction is smaller than the expansion stroke. Thereby, the rotation of the bridge 26 is suppressed, and the lowering of the piston 21 is suppressed. As shown in fig. 17, the intake stroke S2 is smaller than the expansion stroke S1.

In the compression stroke, the internal combustion engine 1 changes as shown in fig. 16 to 13. By the rotation of the crankshaft 22, the piston 21 moves from the bottom dead center to the top dead center at the time of intake. Thereby, the combustion gas in the cylinder 7 is compressed. In the compression stroke, the tip end of the guide member 28 is gradually pulled upward by the sub-link 29 by the rotation of the sub-crankshaft 23. Thereby, the inclination angle of the guide member 28 with respect to the front-rear direction becomes large.

As shown in fig. 13 and 15, when the piston 21 is at the top dead center, the bridge 26 and the guide member 28 are disposed parallel to each other. This enables the guide member 28 to be disposed along the bridge portion 26, and the guide member 28 can be disposed with good space efficiency. When the piston 21 is at the top dead center, the second upper end surface 15 and the guide member 28 are disposed parallel to each other.

Effects of the internal combustion engine 1 of the present embodiment will be described below. Since the sub-crankshaft 23 is disposed above the crankshaft 22, the length of the internal combustion engine 1 in the up-down direction can be reduced, and the internal combustion engine 1 can be miniaturized. Further, since the sub-crankshaft 23, the sub-connecting rod 29, and the guide member 28 are disposed above the crankshaft 22, the sub-crankshaft 23, the sub-connecting rod 29, and the guide member 28 do not stir the oil accumulated in the lower portion of the internal combustion engine 1. This can improve the energy efficiency of the internal combustion engine 1.

The guide member 28 extends above the bridge portion 26 in a lateral direction (front-rear direction) perpendicular to the up-down direction and the axis A2 of the crankshaft 22. Therefore, the guide member 28 can be disposed above the bridge 26 with good space efficiency.

Since the sub-crankshaft 23 is supported by the second upper end surface 15 provided at the upper end of the engine block 2, processing of the supporting structure of the sub-crankshaft 23 of the engine block 2 is facilitated.

The second upper end surface 15 is offset downward from the first upper end surface 14, and therefore, a space 67 for disposing the fuel injection device 68 can be formed above the second upper end surface 15. Since the intake manifold 65 is disposed above the second upper end surface 15, the upward propagation of sound generated from the fuel injection device 68 can be suppressed by the air layer of the intake manifold 65. The intake manifold 65 can suppress upward propagation of sound generated from the sub-crankshaft 23, the sub-link 29, and the guide member 28.

In the connection mechanism 56, the outer peripheral portion of the guide member 28 becomes a sliding contact portion, and therefore, processing of the guide member 28 becomes easy. Thus, the connection mechanism 56 can be provided which can perform high-precision machining at low cost. Since the slider pin 51B to which the load from the bridge portion 26 is applied is offset in the extending direction of the guide member 28 with respect to the center of the coupling portion 51, the inclination of the slider 27 with respect to the guide member 28 can be suppressed. Thereby, the sliding of the sliding portion 52 with respect to the guide member 28 becomes smooth.

Since the bridge 26 has the second oil passage 96 and the third oil passage 97, oil can be supplied from the first bridge bearing hole 41 to the second bridge bearing hole 43. Thereby, the second bridge bearing hole 43 and the link pin 25B can be lubricated efficiently. Further, since the second oil passage 96 is formed in the cover 93 and the third oil passage 97 is formed in the bridge body 92, the second oil passage 96 and the third oil passage 97 can be easily processed. Further, the fourth oil passage 102 and the fifth oil passage 103 can supply oil to the sliding contact portion between the third bridge bearing hole 54 and the slider pin 51B.

Since the groove 91C is formed in the recess 91 of the bridge body 92, deformation of the cover 93 due to press-fitting can be released to the groove 91C, and deformation of the bridge body 92 and the cover 93 can be suppressed. Thus, the adhesion between the bridge body 92 and the cover 93 is maintained, and the second oil passage 96 and the third oil passage 97 are reliably connected.

The specific embodiments have been described above, but the present invention is not limited to the above embodiments and can be widely modified. For example, as shown in fig. 18, the distance between the sub-crankshaft 23 and the crankshaft 22 in the up-down direction may be shortened, and the internal combustion engine 1 may be further miniaturized. In this case, the space 67 between the cover 66 and the intake manifold 65 and the port forming portion 3A can be further enlarged. The axis A3 of the secondary crankshaft 23 may be disposed below the axis of the piston pin 42, for example. The distance between the sub-crankshaft 23 and the crankshaft 22 in the up-down direction becomes smaller, and thus, the guide member 28 is disposed in parallel with the bridge portion 26 at the top dead center of the piston 21.

Claims (10)

1. A connection mechanism, comprising:

a guide member rotatably supported at one end by the first member about a first axis, the guide member extending linearly in a direction perpendicular to the first axis; and

a slider having a sliding portion slidably supported by an outer peripheral portion of the guide member in an extending direction of the guide member and a connecting portion extending from the sliding portion in a direction perpendicular to the extending direction of the guide member and the first axis,

the second member is rotatably coupled to the coupling portion about a second axis parallel to the first axis,

the second axis is offset in the extending direction of the guide member with respect to the center of the coupling portion.

2. The connection mechanism according to claim 1, wherein,

the sliding portion has a ring in sliding contact with the outer peripheral portion of the guide member,

the connecting portion has: a pair of support walls protruding from an outer peripheral portion of the ring; and a pin extending centering on the second axis and coupled to the pair of support walls,

the connecting portions of the ring and the pair of support walls are respectively provided with cutout portions.

3. The connection mechanism according to claim 2, wherein,

the cutout is formed in an end face of the ring and the pair of support walls on a side toward which the second axis is offset.

4. The connection mechanism according to claim 2, wherein,

the outer peripheral portion of the guide member has a plurality of circumferential face portions and a plurality of planar face portions in a circumferential direction.

5. An internal combustion engine having the connecting mechanism according to any one of claims 1 to 4, wherein,

the internal combustion engine has:

an engine body that forms a cylinder extending in an up-down direction and a crank chamber provided below and laterally of the cylinder;

a piston slidably provided in the cylinder;

a crankshaft rotatably supported by the engine body;

a bridge portion rotatably supported at the crankshaft at a central portion thereof;

a connecting rod connected to one ends of the piston and the bridge;

a sub-crankshaft rotatably supported by the engine body at a position above an axis of the crankshaft, and rotated at a rotational speed of 1/2 of the crankshaft; and

a secondary connecting rod connected with the secondary crankshaft,

the guide member is rotatably supported by the engine body as the first member and is connected to the sub-crankshaft via the sub-connecting rod,

the connecting portion of the slider is rotatably connected to the other end of the bridge portion.

6. The internal combustion engine according to claim 5, wherein,

the guide member is disposed above an axis of the crankshaft.

7. The internal combustion engine according to claim 5, wherein,

the guide member extends above the bridge portion in a lateral direction perpendicular to an up-down direction and an axis of the crankshaft.

8. The internal combustion engine according to claim 5, wherein,

the engine body has a cylinder block portion forming the cylinder,

a pivot shaft is supported by the cylinder block portion,

one end of the guide member is rotatably supported by the pivot shaft.

9. The internal combustion engine according to claim 8, wherein,

the pivot is disposed between the axis of the crankshaft and the cylinder when viewed in the up-down direction.

10. The internal combustion engine according to claim 5, wherein,

the bridge and the guide member are disposed parallel to each other when the piston is at a top dead center.