JP2005069028A - Variable compression ratio mechanism for internal combustion engine and its piston position calibration method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable compression ratio mechanism for an internal compression mechanism and its piston position calibration method capable of easily adjusting the position of a piston without deviation. <P>SOLUTION: The variable compression ratio mechanism is equipped with: a first link 11 connected to the piston 22 through a first connecting pin 24; a second link 12 rotatably mounted on a crank pin 21b of a crankshaft 21 and connected to the first link 11 through a second connecting pin 25; a third link 13 connected to the second link 12 through the third connecting pin 26; a control shaft 14 connecting the third link 13 so that an eccentric shaft part 14a eccentric to the rotation center is the oscillating center, and rotating and changing the position of the eccentric shaft part 14a and controlling the oscillating center position of the third link 13; and an actuator 40 for rotating the control shaft 14 according to the engine driving state and changing the engine compression ratio. The actuator 40 has a stopper 44 abutting to operating parts for restricting the operating area. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a variable compression ratio mechanism of an internal combustion engine having a reciprocating piston and a piston position calibration method thereof.
[0002]
[Prior art]
In an internal combustion engine with a supercharger, the supercharger is operated at a high load that requires output. At the time of supercharging, the amount of intake air and the pressure increase, so that knocking is likely to occur. Therefore, the occurrence of knocking is prevented by lowering the compression ratio during high load operation where the intake air is supercharged, and the fuel efficiency is improved by increasing the compression ratio during low and medium load operation where the intake air is not supercharged. A technique relating to an internal combustion engine (a multi-link piston stroke mechanism) to be attempted is disclosed (for example, see Patent Document 1).
[0003]
In this multi-link type piston stroke mechanism, a piston pin and a crank pin are connected via a multi-link composed of an upper link and a lower link, and a control link is connected to the lower link. Then, the variable compression ratio mechanism is realized by controlling the top dead center position of the piston by changing the inclination of the lower link by controlling the control link in accordance with the operating state.
[0004]
[Patent Document 1]
JP-A-2001-227367 [0005]
[Problems to be solved by the invention]
However, since the variable compression ratio mechanism described above has a large number of components and a complicated structure, the compression ratio varies from engine to engine and the quality may not be stable. Further, there is a possibility that the compression ratio varies for each cylinder, and if there is such a variation, the combustion pressure between the cylinders may become non-uniform and smooth operation may not be possible.
[0006]
The present invention has been made paying attention to such a conventional problem, and can adjust the piston position easily, and the variable compression ratio mechanism of an internal combustion engine in which the position does not go wrong, and the piston. It aims to provide a position calibration method.
[0007]
[Means for Solving the Problems]
The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.
[0008]
The present invention is a multi-cylinder internal combustion engine having a piston (22) that reciprocates in a cylinder, a first link (11) connected to the piston via a first connection pin (24), and a crankshaft. A second link (12) that is rotatably attached to the crank pin (21b) of (21) and connected to the first link via a second connection pin (25); The third link (13) connected through the three connecting pins (26) and the eccentric shaft portion (14a) that is rotatable and eccentric with respect to the rotation center, and the eccentric shaft portion swings. A control shaft (14) for connecting the third link so as to be in the center, rotating around the center of rotation and changing the position of the eccentric shaft portion to control the swing center position of the third link; and engine operation Depending on the condition, the controller And an actuator (40) to change the engine compression ratio by rotating the Rushafuto, the actuator is characterized by having a stopper (44) for regulating the contact with the operating range to the operating portion.
[0009]
[Action / Effect]
According to the present invention, the swing center position of the third link is controlled by rotating the control shaft. By doing so, the link position of the variable compression ratio mechanism can be moved, and the engine compression ratio can be changed. As a result, the piston top dead center position can be changed, so that the piston position for each engine can be easily adjusted, and the compression ratio can be stabilized. In addition, since the actuator that rotates the control shaft is provided with a stopper that abuts against the operating portion and restricts the operating range, there is no variation in the adjusted position due to variations in the compression ratio during engine operation.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings.
(First embodiment)
FIG. 1 is a view showing a variable compression ratio mechanism of an internal combustion engine according to the present invention. FIG. 1 (A) is a front view and FIG. 1 (B) is a side view.
[0011]
First, the structure and operation of the variable compression ratio mechanism will be described with reference to these drawings.
[0012]
The internal combustion engine of the variable compression ratio mechanism of the present invention is, for example, an in-line 4-cylinder spark ignition gasoline engine.
[0013]
The crankshaft 21 includes a plurality of journals 21a and a crankpin 21b. The crankshaft 21 rotates around the journal 21a as a central axis. The crank pin 21b is eccentric by a predetermined amount from the journal 21a, and a lower link (second link) 12 is rotatably connected thereto. The lower link 12 has a crank pin 21b inserted in a substantially central connecting hole and rotates around the crank pin 21b as a central axis. The lower link 12 connects an upper link (first link) 11 at one end and a control link (third link) 13 at the other end.
[0014]
The upper link 11 has a lower end side rotatably connected to one end of the lower link 12 by a connecting pin 25, and an upper end side rotatably connected to the piston 22 by a piston pin 24. The piston 22 receives the combustion pressure and reciprocates in the cylinder 31 a of the cylinder block 31.
[0015]
The control link 13 has a two-body structure including a rod portion 13a and a cap portion 13b. A connecting pin 26 is inserted into the boss portion at the tip of the rod portion 13 a and is rotatably connected to the lower link 12. Further, the control shaft 14 is inserted into the contact surface portions of the rod portion 13a and the cap portion 13b, and swings around the control shaft 14.
[0016]
As shown in FIG. 1B, the control shaft 14 is disposed in parallel with the crankshaft 21 along the cylinder row direction. The control shaft 14 connects the control link 13 of each cylinder to an eccentric shaft portion 14a offset from the rotation center.
[0017]
A control plate 14 b is provided at one end of the control shaft 14. A slit 14c extending in the radial direction is formed in the control plate 14b. The control shaft 14 is rotatably supported and is rotated by an actuator 40 connected to the control plate 14b. The compression ratio can be changed by rotating the control shaft 14. Details will be described later.
[0018]
FIG. 2 is a diagram showing the configuration of the actuator.
[0019]
The slit 14c formed in the control plate 14b is formed to extend in the opposite direction of the eccentric shaft portion 14a connecting the control link 13 with the rotation center of the control shaft 14 interposed therebetween. A pin 42 provided at the tip of the reciprocator 41 of the actuator 40 is slidably inserted into the radial slit 14c. The female screw portion 43 a of the cylindrical rotor 43 is engaged with the male screw portion 41 a formed at the base end portion of the reciprocator 41. A driven gear 46 is fixed to one end of the rotor 43. The driven gear 46 is driven by a motor 48 via a drive pinion 47. A rotation angle sensor 49 is attached to the motor 48, and the actual rotation angle of the motor 48 is detected by the rotation angle sensor 49. The actual rotation angle is fed back to the control unit 7 so that the rotation angle of the motor 48 is accurately controlled.
[0020]
FIG. 3 is a diagram showing the configuration of the control system of the present invention.
[0021]
This internal combustion engine includes a variable compression ratio mechanism 1, an ignition advance control device 3 that controls ignition timing so as to be in a weak knocking state based on a detection signal of a knock sensor 4 that detects knocking, and a variable compression ratio mechanism. 1 and a control unit 7 for controlling the ignition advance control device 3.
[0022]
The control unit 7 determines a target compression ratio based on engine operating conditions such as engine rotation speed, load, suction negative pressure, and exhaust temperature, and controls the actuator 40 so that the compression ratio can be realized.
[0023]
With the above configuration, the control unit 7 drives the motor 48 of the actuator 40. Then, the rotation is transmitted to the rotor 43 via the drive pinion 47 → the driven gear 46. When the rotor 43 rotates, the reciprocator 41 that meshes with the screw parts 43a and 41a moves in its own axial direction. And the control shaft 14 rotates with the slide operation | movement of the pin 42 in the slit 14c. As a result, the center position of the eccentric shaft portion 14a serving as the center of oscillation of the control link 13 changes, the posture of the upper link 11 and the lower link 12 changes, and the engine compression ratio changes.
[0024]
4A and 4B are views showing the link position of the internal combustion engine of the variable compression ratio mechanism according to the present invention. FIG. 4A shows a low compression ratio, and FIG. 4B shows a high compression ratio.
[0025]
When controlling the compression ratio to a low compression ratio, as shown in FIG. 4A, the control shaft 14 is rotated and the control link 13 is pushed upward by the eccentric shaft portion 14a. Then, the lower link 12 moves counterclockwise and the connecting pin 25 is pulled down, so that the position of the piston 22 at the piston top dead center (TDC) is lowered. In this way, the compression ratio is controlled to a low compression ratio. When the compression ratio is controlled to a high compression ratio, as shown in FIG. 4B, the control shaft 14 is rotated and the control link 13 is pulled downward by the eccentric shaft portion 14a. Then, the lower link 12 moves clockwise and the connecting pin 25 is pushed up, so that the position of the piston 22 at the piston top dead center (TDC) is raised. In this way, the compression ratio is controlled to a high compression ratio.
[0026]
4A and 4B representatively show a low compression ratio state and a high compression ratio state, the compression ratio can be continuously changed between them.
[0027]
FIG. 5 is a diagram showing a change characteristic of the compression ratio when the control shaft of this mechanism is rotated.
[0028]
The following can be understood from FIG. That is, the engine compression ratio increases as the actuator is operated to increase the angle θ between the radial slit 14c and the vertical axis from 0 degrees. The change amount (increase amount) of the compression ratio increases as θ increases. That is, as θ increases, the engine compression ratio increases and the change sensitivity increases.
[0029]
The reason for this is that when θ is small (the engine compression ratio is low), the eccentric shaft portion 14a of the control shaft 14 is positioned upward, so that when the control plate 14b is rotated, the eccentric shaft portion 14a (that is, the control shaft 14a). Although the center of movement of the link 13) moves in the left-right direction, the amount of movement in the up-down direction is small. On the other hand, when θ becomes large (the engine compression ratio is a high compression ratio; see FIG. 5B), the eccentric shaft portion 14a of the control shaft 14 is located on the side, so that when the control plate 14b is rotated, This is because the amount of movement of the eccentric shaft portion 14a (that is, the center of swinging of the control link 13) in the vertical direction increases, and thus the amount of change in the top dead center position of the piston increases.
[0030]
The higher the engine compression ratio, the more likely it is to affect the operating performance, but in the present embodiment, as described above, as the engine compression ratio is increased by increasing θ, the change sensitivity is increased. The closer the compression ratio is, the easier it is to fine-tune the compression ratio.
[0031]
FIG. 6 is a view showing a stopper structure that abuts on the reciprocator of the actuator to restrict its movement.
[0032]
The stopper screw 44 has a screw portion 44 a on the outer periphery, and the screw portion 44 a is screwed to the screw portion 43 a of the rotor 43. A lock nut 45 is screwed into the outer peripheral thread portion of the stopper screw 44. Since it has such a configuration, the position of the stopper screw 44 can be fixed by tightening the lock nut 45.
[0033]
By restricting the movement of the reciprocator 41 by the stopper screw 44, it is possible to reliably prevent the position of the piston from being positioned above the uppermost position.
[0034]
Further, by configuring such an adjustment mechanism so as to protrude outward from the lower part of the cylinder block skirt, the adjustment work can be easily performed. Adjustment after engine production can also be easily performed.
[0035]
FIG. 7 is an enlarged cross-sectional view of the vicinity of the control shaft of the control link.
[0036]
The control link 13 has a cap part 13 b at the lower part, and the cap part 13 b is fastened to the rod part 13 a with a cap bolt 19.
[0037]
The cap portion 13b is provided with a bolt hole in which a screw groove 13c is formed at least in part, and the adjustment bolt 17 is screwed into the bolt hole.
[0038]
The adjustment bolt 17 is formed with a thread, and a lock nut 18 is attached to the tip thereof. Further, a groove portion 17 a is formed on the other end side of the adjustment bolt 17.
[0039]
The control link 13 is provided with an eccentric sleeve bearing 16 composed of an eccentric sleeve 16U and an eccentric sleeve 16L, and a control shaft 14 (eccentric shaft portion 14a) is rotatably inserted into the eccentric sleeve bearing 16. . The eccentric sleeve bearing 16 can be rotated to finely adjust the amount of eccentricity, and the length of the control link 13 (the distance between the connecting pin 26 and the swing center of the control link 13) can be finely adjusted. is there.
[0040]
A groove portion 16a is formed on the outer peripheral portion of the eccentric sleeve 16L. A pin 27 is mounted across the groove 16a and the groove 17a of the adjusting bolt 17.
[0041]
With this structure, when the adjustment bolt 17 is moved forward and backward, the force is transmitted to the eccentric sleeve 16L via the pin 27. Since the eccentric sleeve 16L (eccentric sleeve bearing 16) is rotated by this force, the amount of eccentricity can be adjusted, and the length of the control link 13 (the distance between the connecting pin 26 and the center of oscillation of the control link 13) can be finely adjusted. Can be adjusted.
[0042]
FIG. 8 is a diagram showing fine adjustment (variation adjustment) of the compression ratio by Δθ adjustment.
[0043]
When the mounting angle Δθ is rotationally adjusted by the mechanism as described above, the compression ratio between the cylinders changes as shown in FIG. As shown in FIG. 7, Δθ is the rotation angle of the pin 27 with respect to a line (reference line) orthogonal to the axis of the control shaft and the axis of the adjusting bolt.
[0044]
Since the compression ratio between cylinders changes as shown in FIG. 8, after adjusting the piston position with reference to a specific cylinder, the other cylinders are adjusted to the target range by adjusting this fine adjustment mechanism. It becomes possible to suppress the variation in the compression ratio, and to reduce the variation in the compression ratio between the cylinders. The adjustment bolt 17 is disposed at the lower part of the internal combustion engine, but this position is the easiest position for adjustment work.
[0045]
(Piston position calibration method)
9 and 10 are diagrams showing a piston position calibration method, FIG. 9 shows the whole engine, and FIG. 10 shows an enlarged view of the vicinity of the piston.
[0046]
The piston position is calibrated as follows with the above-described structure.
[0047]
First, the crankshaft 21 is rotated to position the crankpin 21b directly above the journal 21a (crankshaft positioning step).
[0048]
Next, while maintaining the position of the crankshaft 21, the actuator is operated slowly to rotate the control shaft 14, and the crown surface of the piston 22 is brought into contact with the cylinder head 32 (FIG. 9A, FIG. 10). A); piston contact step).
[0049]
Subsequently, the actuator is operated in a reverse direction by a predetermined amount to rotate the control shaft 14 in the reverse direction to adjust the piston top dead center position (the piston top dead center position in the highest compression ratio state) (FIG. 9B, FIG. 10). (B); piston top dead center position adjusting step). For example, as shown in FIG. 5A, the operation amount is obtained in advance as the relationship between the rotation amount and the compression ratio. Therefore, if the actuator is operated so as to realize the desired compression ratio, Good.
[0050]
Then, a stopper screw 44 is screwed into the rotor 43, the stopper screw 44 is brought into contact with the end face of the reciprocator 41, and then the lock nut 45 is tightened (operation range regulating step).
[0051]
Then, fine adjustment of the top dead center position of pistons other than the piston (reference piston) is performed. First, the two cap bolts 19 are loosened to a specified torque so that the eccentric sleeves 16U and 16L can rotate. Thereafter, the lock nut 18 is loosened, the adjustment bolt 17 is rotated by a correction amount calculated in advance, and the eccentric sleeves 16U and 16L are rotated. At this time, since the eccentric sleeves 16U and 16L are lightly fastened to the cap portion 13b, this adjustment can be performed smoothly. Thereafter, the cap bolt 19 is tightened again, and the lock nut 18 is also tightened to complete the fine adjustment (piston position fine adjustment step).
[0052]
According to this embodiment, first, the crankshaft 21 is rotated so that the crankpin 21b is positioned directly above the journal 21a, and then the actuator 40 is operated slowly while maintaining the position of the crankshaft 21, thereby controlling the control shaft. 14, the crown surface of the piston 22 is brought into contact with the cylinder head 32, and then the actuator 40 is operated in a reverse direction by a predetermined amount to reversely rotate the control shaft 14. The piston top dead center position in the compression ratio state was adjusted. In this way, the piston top dead center position can be adjusted by moving the piston slightly after the piston is brought into contact with the cylinder head. Therefore, the piston position can be accurately determined without providing a complicated positioning mechanism. be able to.
[0053]
Further, since the actuator 40 is provided with the stopper 44 for restricting the movable position of the reciprocator 41, it is possible to reliably prevent the highest compression ratio from being changed due to the uppermost position of the piston rising upward.
[0054]
Further, as shown in FIG. 5, as θ is increased and the engine compression ratio is increased, the change sensitivity is increased. Therefore, the compression ratio is small when the engine compression ratio is high, which tends to affect the operation performance. It is easier to make adjustments.
[0055]
Furthermore, the control link 13 is provided with an eccentric sleeve bearing 16 made up of an eccentric sleeve 16U and an eccentric sleeve 16L. By rotating the eccentric sleeve bearing 16, it is possible to finely adjust the amount of eccentricity. The variation in compression ratio can be reduced, the combustion pressure between the cylinders can be made uniform, and smoother operation can be performed.
[0056]
Further, in the lower link 12, if the distance between the center of the crank pin 21b and the center of the connecting pin 26 is made longer than the distance between the center of the crank pin 21b and the connecting pin 25, the eccentricity adjustment distance of the control link 13 can be obtained. Also, the change in the piston crown position becomes smaller. Therefore, the piston position can be adjusted with higher accuracy.
[0057]
(Second Embodiment)
FIG. 11 is a diagram showing a second embodiment of the piston position calibration method. In addition, the same code | symbol is attached | subjected to the part which fulfill | performs the same function as 1st Embodiment mentioned above, and the overlapping description is abbreviate | omitted.
[0058]
In the first embodiment, after the crown surface of the piston 22 is brought into contact with the cylinder head 32, the piston top dead center position is determined by operating the actuator a predetermined amount. The position detection sensor 5 is mounted at the spark plug position, and the top dead center position of the piston 22 is determined while detecting the position of the piston 22 by the sensor 5.
[0059]
In this way, the piston top dead center position can be more accurately set to an appropriate position.
[0060]
The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea, and it is obvious that these are equivalent to the present invention.
[0061]
For example, in the first embodiment, the control link 13 is provided with the eccentric sleeve bearing 16 including the eccentric sleeve 16U and the eccentric sleeve 16L, and the eccentric amount can be finely adjusted by rotating the eccentric sleeve bearing 16. However, instead of such a mechanism, several types of eccentric sleeves having different eccentric amounts may be prepared, and an offset selection adjustment formula may be selected and recombined appropriately.
[Brief description of the drawings]
FIG. 1 is a view showing a variable compression ratio mechanism of an internal combustion engine according to the present invention.
FIG. 2 is a diagram illustrating a configuration of an actuator.
FIG. 3 is a diagram showing a configuration of a control system of the present invention.
FIG. 4 is a view showing a link position of an internal combustion engine of a variable compression ratio mechanism according to the present invention.
FIG. 5 is a diagram showing a change characteristic of a compression ratio when a control shaft of the present mechanism is rotated.
FIG. 6 is a view showing a stopper structure that abuts against a reciprocator of an actuator and restricts its movement.
FIG. 7 is an enlarged cross-sectional view of the vicinity of the control shaft of the control link.
FIG. 8 is a diagram showing fine adjustment (variation adjustment) of the compression ratio by Δθ adjustment.
FIG. 9 is an overall view of the engine showing a piston position calibration method.
FIG. 10 is an enlarged view in the vicinity of a piston showing a piston position calibration method;
FIG. 11 is a diagram showing a second embodiment of a piston position calibration method.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Variable compression ratio mechanism 5 Position detection sensor 7 Control unit 11 Upper link (1st link)
12 Lower link (second link)
13 Control link (3rd link)
13a Rod part 13b Cap part 14 Control shaft 14a Eccentric shaft part 14b Control plate 14c Slit 16 Eccentric sleeve bearing 17 Adjustment bolt 18 Lock nut 19 Cap bolt 21 Crankshaft 21a Journal 21b Crank pin 22 Piston 24 Piston pin (first connecting pin)
25 connecting pin (second connecting pin)
26 connecting pin (third connecting pin)
27 Pin 32 Cylinder head 40 Actuator 41 Reciprocator 41a Male thread part 42 Pin 43 Rotor 43a Female thread part 44 Stopper screw 45 Lock nut 46 Driven gear 47 Drive pinion 48 Motor 49 Rotation angle sensor

Claims (9)

A multi-cylinder internal combustion engine having a piston that reciprocates in a cylinder,
A first link coupled to the piston via a first coupling pin;
A second link that is rotatably mounted on a crankpin of the crankshaft and connected to the first link via a second connecting pin;
A third link coupled to the second link via a third coupling pin;
The eccentric shaft portion that is rotatable and eccentric with respect to the rotation center is connected to the third link so that the eccentric shaft portion becomes a swing center, and the eccentric shaft rotates around the rotation center. A control shaft for changing the position of the part to control the swing center position of the third link;
An actuator for changing the engine compression ratio by rotating the control shaft according to the engine operating state;
With
The actuator has a stopper that abuts on the operating portion and regulates the operating range.
A variable compression ratio mechanism for an internal combustion engine. The stopper prevents the highest compression ratio from changing due to the uppermost position of the piston moving upward.
The variable compression ratio mechanism for an internal combustion engine according to claim 1. The control shaft is arranged such that the eccentric shaft portion is disposed above the rotation center when the engine compression ratio is a low compression ratio, and the eccentric shaft portion is disposed on the side of the rotation center when the engine compression ratio is a high compression ratio. The amount of change in the engine compression ratio relative to the amount of rotation of the control shaft is larger when the compression ratio is higher than when the compression ratio is low.
The variable compression ratio mechanism for an internal combustion engine according to claim 1 or 2, characterized by the above. An inter-cylinder variation reducing unit that changes a swing center position of the third link to reduce a variation in compression ratio between the cylinders;
The variable compression ratio mechanism for an internal combustion engine according to any one of claims 1 to 3, wherein the variable compression ratio mechanism is provided. The distance between the crank pin and the third connecting pin is longer than the distance between the crank pin and the second connecting pin.
5. The variable compression ratio mechanism for an internal combustion engine according to claim 4, wherein A crankshaft positioning step in which the crankshaft is rotated so that the crankpin is in the uppermost position and the position is maintained;
A piston abutting step of rotating the control shaft while maintaining the position of the crankshaft to abut the piston on a reference point inside the engine;
A piston top dead center position adjusting step of adjusting the piston top dead center position by rotating the control shaft in a reverse direction while maintaining the position of the crankshaft to move the piston away from the reference point;
The piston position calibration method using the variable compression ratio mechanism of the internal combustion engine according to any one of claims 1 to 5, characterized by comprising: A sensor mounting step of mounting a position detection sensor for detecting the position of the piston crown surface on the ignition plug of the cylinder head;
A crankshaft positioning step in which the crankshaft is rotated so that the crankpin is in the uppermost position and the position is maintained;
A piston position detecting step of detecting the position of the piston with the position detection sensor while maintaining the position of the crankshaft;
A piston top dead center position adjusting step of adjusting the top dead center position of the piston by rotating the control shaft in the reverse direction while maintaining the position of the crankshaft;
The piston position calibration method according to any one of claims 1 to 5, characterized by comprising: After adjusting the piston top dead center position, the actuator has a working range regulation step of regulating the working range by contacting the stopper of the actuator to the working part,
The piston position calibration method according to claim 6 or 7, wherein the piston position is calibrated. After the top dead center position of a specific piston is calibrated, the top dead center position of the other piston is adjusted by adjusting the swing center position of the third link by the inter-cylinder variation reducing means provided in the other piston. Having a piston position fine adjustment step for calibrating
The piston position calibration method using the variable compression ratio mechanism of the internal combustion engine according to claim 4, wherein:

Images