JP2009138619A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To freely control piston stroke. <P>SOLUTION: An internal combustion engine provided with a piston-crank mechanism converting reciprocating motion of a piston 1 to rotary motion of a crankshaft 7 and transmitting the same to a transmission 13 is provided with a connecting rod 3 connecting the piston 1 and the crankshaft 7, an eccentric member 4b provided with a center axis of the crankpin 6 at a connecting rod large end part 3b eccentrically with a center axis of the connecting rod large end part 3b, a planetary member 4a formed as one unit with the eccentric member 4b and provided concentrically with the center axis of the crank pin 6, a rolling member 5 installed on an engine body concentrically with and rollably around the center axis of the crankshaft 7 and inscribed to the planetary member 4a, and a control mechanisms 8, 9 including a first motor 9 as a power source and controlling rotation of the rolling member 5. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a mechanism for variably controlling a piston stroke of an internal combustion engine.

  As means for improving the fuel consumption of an internal combustion engine, it is known to realize a small displacement and a mirror cycle, but in recent years, by using a mechanism that connects a piston and a crankshaft by a plurality of links, the piston stroke amount can be reduced. It is known that the variable control is possible and the piston stroke amount is controlled according to the operation state.

  However, the use of a plurality of links complicates the mechanism, and as a result, there is a problem that it is not possible to avoid the increase in weight, size, and cost of the entire engine.

Therefore, Patent Document 1 discloses a mechanism that variably controls the piston stroke amount without using a complicated link mechanism by using a gear mechanism at the fastening portion between the crankshaft and the connecting rod.
Japanese Utility Model Publication No. 3-61135

  However, the configuration of Patent Document 1 has a problem in that the piston stroke amount cannot be freely changed because the rotation range of the rotation ring attached to the engine body is limited.

  Therefore, an object of the present invention is to provide a piston stroke variable control mechanism that can freely change the piston stroke amount.

  An internal combustion engine of the present invention is an internal combustion engine including a piston-crank mechanism that converts a reciprocating motion of a piston into a rotational motion of a crankshaft and transmits it to a transmission, and a connecting rod that connects the piston and the crankshaft; An eccentric member provided so that the central axis of the crankpin and the central axis of the connecting rod large end are eccentric at the large end of the connecting rod, and formed integrally with the eccentric member and concentrically with the central axis of the crankpin A planetary member, a rolling member concentrically mounted on the engine body and concentrically with the center axis of the crankshaft, and inscribed in the planetary member; a first motor as a drive source; and rotation of the rolling member And a control mechanism for controlling.

  According to the present invention, since the rolling range of the rolling member is not limited, the rolling member can be rotated in any situation, and the piston stroke amount can be freely changed. By making the amplitude substantially zero, it is possible to perform cylinder deactivation without using a variable valve mechanism.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a configuration diagram of a piston-crank mechanism of the present embodiment, where (a) is a view seen from the front of the engine, and (b) is a view seen from the side of the engine. 1 is a piston, 2 is a piston pin, 3 is a connecting rod, 4 is an eccentric bush / planet gear integrated mechanism, 4a is a planetary gear (planet member), 4b is an eccentric bush (eccentric member), and 5 is a ring gear (rolling member). ), 6 is a crankpin, 7 is a crankshaft, 8 is a control shaft, 9 is a motor (first motor), 13 is a transmission, 14 is a control gear, and 15 is a ring gear rotation that detects the rotational speed of the ring gear 5. It is a speed sensor. The control shaft 8, the first motor 9 and the control gear 14 constitute a control mechanism.

  A circle indicated by a broken line in FIG. The ring gear rotation speed sensor detects the rotation speed of the ring gear 5 in the same manner as a general crank angle sensor. In addition, although omitted in FIG. 1, a crank angle sensor for detecting the rotational speed of the crankshaft 7 is also provided as in a general engine.

  The piston 1 is connected to a connecting rod 3 via a piston pin 2. An eccentric bush / planet gear integrated mechanism 4 in which an eccentric bush 4b and a planetary gear 4a are integrated is disposed at the large end 3b of the connecting rod 3, and the crank pin 6 passes through the eccentric bush 4b and the planetary gear 4a. Yes. The crankpin 6 passes through the center of the planetary gear 4a.

  The planetary gear 4 a is inscribed in a ring gear 5 disposed concentrically with the crankshaft 7, and the outer peripheral teeth mesh with the inner peripheral teeth of the ring gear 5.

  The ring gear 5 is rotatably installed with respect to the engine body. The control shaft 8 is rotationally driven by the first motor 9 and is installed so that the control gear 14 fitted coaxially meshes with the ring gear 5. That is, the ring gear 5 is rotationally driven by the first motor 9 via the control shaft 8. The control gear 14 may be formed integrally with the outer peripheral portion of the control shaft 8.

  FIG. 2 is a view of the piston-crank mechanism of the present embodiment as viewed from the front of the engine, as in FIG.

  The crankshaft 7 is assumed to rotate counterclockwise in the figure, and its angular velocity is assumed to be a crankshaft angular velocity ω1. The planetary gear 4a moves along with the rotation of the crankshaft 7, but meshes with the ring gear 5, so when the ring gear 5 is fixed without rotating, the crank pin 6 is centered in the clockwise direction in the figure. It will move while spinning. The angular velocity at this time is the planetary gear angular velocity ω3. Further, the angular velocity of the control shaft 8 when the control shaft 8 is rotated by driving the first motor 9 is set as the control shaft angular velocity ω4, and the angular velocity of the ring gear 5 is set as the ring gear angular velocity ω2. The crankshaft angular velocity ω1 is detected by a crank angle sensor (not shown).

  In FIG. 3A, the ratio of the diameter of the planetary gear 4a and the ring gear 5 is 1: 2, the ratio of the diameter of the locus of the crankpin 6 to the diameter of the planetary gear 4a is 1: 1, and the crankshaft 7 rotates once. It is the figure which showed about the fundamental operation | movement of the said mechanism while the piston 1 carries out 1 stroke when the planetary gear 4a shall rotate once in the meantime. FIG. 3B is a time chart of the crankshaft angular velocity ω1 and the ring gear angular velocity ω2. That is, FIG. 3A shows the operation when the amplitude of the piston 1 is constant, the crankshaft angular velocity ω1 = constant, and the ring gear angular velocity ω2 = 0. In addition, in order to make it easy to understand the state of rotation of the planetary gear 4a, one place near the outer periphery of the planetary gear 4a is marked.

  As shown in FIG. 3A, when the piston 1 is at the top dead center, the centers of the main journals of the piston pin 2, the connecting rod large end portion 3b, the crank pin 6, and the crank shaft 7 are aligned. When the crankshaft 7 rotates from there, the planetary gear 4a rotates while meshing with the ring gear 5, so the eccentric bush / planet gear integrated mechanism 4 rotates clockwise in the figure, and the eccentric bush 4b descends. Therefore, the piston 1 is also lowered and eventually reaches the bottom dead center. When the crankshaft 7 continues to rotate after reaching the bottom dead center and the planetary gear 4a continues to rotate, the movement of the piston 1 starts to rise, and when the crankshaft 7 makes one revolution, the top dead center is reached again.

  During such a piston stroke, the axis connecting the connecting rod small end portion 3a and the connecting rod large end portion 3b moves up and down substantially parallel to the cylinder center axis, that is, with little change in inclination. For this reason, the connecting rod 3 is configured such that the load due to the combustion pressure transmitted through the piston pin 2 and the excitation force (displacement excitation force) such as inertia force generated by the reciprocating motion of the piston 1 It will be received in approximately the same direction as the shaft. Accordingly, the thrust load on the piston slap and the piston 1 is reduced.

  Further, when the connecting rod 3 moves up and down almost without changing its inclination, the inertial force generated by the swinging of the connecting rod 3 is almost eliminated, so that the connecting rod 3 is inputted to the crankshaft 7 via the eccentric bush / planet gear integrated mechanism 4. As for the load, the load in the direction inclined with respect to the cylinder central axis is reduced, and the load in the cylinder central axis direction becomes dominant. That is, the input direction of the load for exciting the crankshaft 7 during engine operation is mainly the cylinder center axis direction.

  Therefore, it is possible to suppress the vibration of the crankshaft 7 even with a light counterweight, compared to the case where the connecting rod 3 swings during engine operation. Further, when the counterweight is lightened, the diameter of the crankpin 6 and the diameter of the main journal of the crankshaft 7 can be reduced.

  Further, since the load input to the entire engine via the crankshaft 7 is reduced by the amount that the inertia force generated by the swinging of the connecting rod 3 is reduced, the input load from the engine to the vehicle body is also reduced. Thereby, the effect that riding comfort and drivability improve is also acquired.

  FIG. 4A is a diagram showing an example of the operation of the connecting rod 3, the eccentric bush / planet gear integrated mechanism 4 and the like when the amplitude of the piston 1 is changed, and (i) shows the top dead center position. (Ii) to (iv) show a state in which the crankshaft 7 is rotated therefrom. FIG. 4B is a time chart of the crankshaft angular velocity ω1 and the ring gear angular velocity ω2 at this time, and FIG. 4C is a time chart showing changes in the piston position. Note that (i) in FIG. 4 (a) shows the state at time t1 in FIGS. 4 (b) and 4 (c), and (iii) shows the state at time t2. Note that t2 is the time when the piston 1 is lowered to approximately the middle of the amplitude.

  When the piston 1 is lowered to the position (iii) in FIG. 4 (a), that is, at the time t2 in FIGS. 4 (b) and 4 (c), the drive of the first motor 9 is started and the control shaft 8 is shown in the drawing. The ring gear 5 is rotated counterclockwise in the figure by rotating clockwise. The position of the piston 1 is detected by a crank angle sensor (not shown), and the rotational speed of the control shaft 8 is set based on detection values of the ring gear rotational speed sensor 15 and the crank angle sensor. The reason why t2 is set immediately before the piston 1 reaches the middle of the amplitude is that the control delay time is taken into consideration.

  At this time, after t2, if the ring gear angular velocity ω2 is made equal to the crankshaft angular velocity ω1, as shown in FIG. It rotates around the rotation axis of the crankshaft 7 in the state of ω3 = 0. At this time, the center of the connecting rod large end 3b is substantially coincident with the rotation axis of the crankshaft 7, so the eccentric bush / planet gear integrated mechanism 4 is centered around the rotation axis of the crankshaft 7 of the eccentric bush 4b. Rotate as Therefore, as shown in FIG. 4C, the position of the piston 1 hardly changes even when the crankshaft 7 rotates, and a so-called cylinder deactivation state is brought about.

  The amplitude of the piston 1 when the ring gear 5 is rotated is determined by the ratio between the ring gear angular velocity ω2 and the crankshaft angular velocity ω1. Therefore, by changing the ratio between the ring gear angular velocity ω2 and the crankshaft angular velocity ω1, it is possible to set not only the cylinder deactivation but also an arbitrary amplitude.

  By the way, the ring gear 5 is driven by the first motor 9 as described above, and the electric power for the ring gear 5 is supplied from an alternator or a battery (not shown) as in the case of general electric auxiliary machines for engines. However, the drive means of the ring gear 5 is not limited to this. Since the ring gear angular velocity ω2 for making the amplitude of the piston 1 zero is determined according to the crankshaft angular velocity ω1, for example, a gear mechanism is provided between the crankshaft 7 and the control shaft 8 to rotate the crankshaft 7. It may be mechanically transmitted to the control shaft 8. In this case, the ring gear 5 can be rotated at such a rotational speed that the amplitude of the piston 1 is made zero by setting the reduction ratio of the gear mechanism.

As described above, in the present embodiment, the following effects can be obtained.
(1) In an internal combustion engine having a piston-crank mechanism that converts the reciprocating motion of the piston 1 into the rotational motion of the crankshaft 7 and transmits it to the transmission 13, the connecting rod large end 3b is connected to the central axis of the crankpin 6 An eccentric bush 4b provided to be eccentric with the central axis of the rod large end 3b, a planetary gear 4a formed integrally with the eccentric bush 4b and concentrically with the central axis of the crank pin 6, and an engine body A ring gear 5 that is concentric with the center axis of the crankshaft 7 and is rotatably mounted, and inscribed in the planetary gear 4a, and a control mechanism that controls the rotation of the ring gear 5 (the control shaft 8, the control gear 14, and the first gear). 1 motor 9), the amplitude of the piston 1 can be freely changed by rotating the ring gear 5.
(2) Since the ratio of the diameter of the planetary gear 4a to the diameter of the ring gear 5 is 1: 2, there is almost no inclination of the connecting rod 3 due to the vertical movement of the piston 1, thereby improving the quietness of the engine. Further, the weight of the counterweight and the diameter of the piston pin 2 can be reduced.
(3) When the ring gear 5 is rotated at the same angular velocity as that of the crankshaft 7, the rotation of the planetary gear 4a stops, and the eccentric bush 4b rotates around the central axis of the connecting rod large end portion 3b. Therefore, by rotating the ring gear 5 at the same angular velocity as the crankshaft 7 when the connecting rod large end 3b is near the center axis of the crankshaft 7, the piston 1 moves up and down while the crankshaft 7 is rotated. Can be almost stopped. That is, it becomes possible to perform cylinder deactivation.

  A second embodiment will be described.

  FIGS. 5A and 5B are configuration diagrams of the piston-crank mechanism of the present embodiment. FIG. 5A is a view as seen from the front of the engine, and FIG. 5B is a view as seen from the side of the engine.

  The difference from FIGS. 1A and 1B is that there is no control shaft 8 and that the first motor 9 is composed of a rotor member 10 and a stator member 11. The rotor member 10 is fixed to the outer peripheral surface of the ring gear 5, and the stator member 11 is provided in the engine body.

  When the motor is configured in this way, the ring gear 5 rotates when the stator member 11 rotates. That is, the ring gear 5 can be rotationally driven without providing the control shaft 8.

  As described above, according to the present embodiment, a space for arranging the control shaft 8 and the first motor 9 is not required, and the entire engine can be made compact. In addition, the degree of freedom in design when applied to a multi-cylinder engine is increased.

  A third embodiment will be described.

  FIG. 6 is a diagram showing a configuration for applying the piston-crank mechanism of FIG. 1 to a hybrid vehicle including an engine and a motor as a power source, and (a) is a view as seen from the front of the engine as in FIG. (B) is the figure seen from the engine side. The difference from FIG. 1 is that a second motor 12 is provided between the crankshaft 7 and the transmission 13.

  In a general hybrid vehicle, the rotational energy of the wheel at the time of deceleration is stored as regenerative energy in a power storage device such as a battery or a capacitor (not shown). In the case of a so-called series type hybrid vehicle in which an engine, a motor, and a transmission are arranged in series as in FIG. 6, a clutch is provided between the engine and the motor, and the clutch is opened during deceleration. This is because when the engine and the motor are still connected, some of the energy generated during deceleration is converted into thermal energy at the sliding part such as a piston, or there is no cylinder deactivation mechanism due to the valve train This is because it is lost as a pumping loss.

  However, in the configuration of this embodiment shown in FIG. 6, as described in the first embodiment, the amplitude of the piston 1 can be made zero while the crankshaft 7 is rotating, so that the engine and the second motor Even if 12 is still connected, problems such as conversion to heat energy and loss as a pumping loss do not occur, and regenerative energy can be efficiently recovered. Therefore, it is not necessary to provide a clutch mechanism between the engine and the second motor 12.

  Furthermore, since the crankshaft 7 can be kept rotating even while traveling using the second motor 12 as a drive source, it is not necessary to electrify auxiliary equipment such as an oil pump and a cooling water pump, as in a conventional engine. A configuration in which power is obtained from the crankshaft 7 can be maintained. Therefore, the cost can be reduced by omitting the clutch mechanism and using the same auxiliary equipment as in the prior art.

  In the case of a hybrid vehicle, the first motor 9 can be driven using regenerative energy. For example, rotational energy transmitted from the wheels via the transmission 13 during deceleration is converted into electric power by the second motor 12 and charged in a power storage device (not shown), and this electric power is supplied to the first motor 9.

  A fourth embodiment will be described.

  FIG. 7 is a schematic view when the piston-crank mechanism of FIG. 6 is applied to an in-line four-cylinder engine, and shows a state viewed from the side of the engine. Note that the transmission 13 is omitted.

  The control shaft 8 extends in parallel with the rotation shaft of the crankshaft 7 and is provided with two control gears 14 for controlling the ring gears 5 of the second cylinder and the third cylinder. The first motor 9 and the second motor 12 are disposed at the end of the control shaft 8 and the crankshaft 7, respectively.

  This engine is ignited in order of No. 1 cylinder, No. 3 cylinder, No. 4 cylinder and No. 2 cylinder every 180 (degrees / CA).

  In the engine configured as described above, when the first motor 9 is driven as in the first embodiment, the second and third cylinders are deactivated. On the other hand, since the ring gear 5 does not rotate in the first cylinder and the fourth cylinder, the explosion occurs at a phase difference of 360 (degrees / CA).

  In general, most of the engines that perform cylinder deactivation by a variable valve mechanism are V-type engines. This is because, in the case of a V-type engine, the valve system such as a camshaft is independent for each bank, so that the control of stopping one bank can be easily realized, whereas in a series engine, This is because the layout of the valve train is very complicated.

  However, by adopting the configuration as shown in FIG. 7, it is possible to realize cylinder deactivation with a simple mechanism even with an in-line engine.

  In the above description, the case where the second and third cylinders are deactivated has been described. However, the present invention is not limited to this, and the number of control gears 14 and the cylinders to be deactivated can be changed by appropriately changing the number of control gears. Various configurations in which the order and phase of ignition are different can be handled.

  As described above, according to the present embodiment, in the in-line four-cylinder engine, the cylinder row direction, the central axis of the crankshaft 7 and the central axis of the control shaft 8 are substantially parallel, and the control gear 14 is provided in the two cylinders. The amplitude amount of the pistons 1 of a plurality of cylinders can be changed by one motor 9.

  A fifth embodiment will be described.

  FIG. 8 is a schematic view when the piston-crank mechanism of FIG. 6 is applied to an in-line four-cylinder engine as in FIG. The difference from FIG. 7 is that the control gear 14 is provided in all cylinders.

  When the ring gear 5 is rotated in such a configuration, the ring gears 5 of all cylinders are rotated. For example, after the state of FIG. 8, that is, the state in which the first cylinder and the fourth cylinder are at the bottom dead center and the second cylinder and the third cylinder are at the top dead center, the ring gear 5 is processed at the same timing as in the first embodiment. When the cylinder is driven, the piston 1 and the third cylinder hardly move at the approximate center of the amplitude as in FIG. On the other hand, the first cylinder and the fourth cylinder are 180 degrees C. in phase with the second and third cylinders. Since A is shifted, the ring gear 5 starts to rotate when it rises from the bottom dead center to approximately the middle of the amplitude. Therefore, similarly to the 2nd cylinder and the 3rd cylinder, the 1st cylinder and the 4th cylinder hardly move the piston 1 at substantially the center of the amplitude. In this way, all the cylinders can be deactivated by the single first motor 9.

  If this engine is used in a hybrid vehicle and the cylinder is stopped while running on electric power, there is no need to provide a clutch mechanism between the engine and the second motor 12 as described above. Since the structure which obtains motive power from the crankshaft 7 similarly to the engine of can be maintained, the cost can be suppressed.

  The above configuration can also be applied to one bank of a 90-degree V-type 8-cylinder engine.

  In this case, the arrangement of the crankpin 6 of the crankshaft 7 is the same as that of the in-line four-cylinder engine of FIG. 8, and the connecting rods 3 of the first cylinder and the second cylinder are connected to the crankpin 6 corresponding to the first cylinder of FIG. Similarly, the crankpin 6 corresponding to the second cylinder is connected to the crankpin 6 corresponding to the third cylinder, the fourth cylinder, the third cylinder, the crankpin 6 corresponding to the fifth cylinder, the sixth cylinder, and the fourth cylinder. The connecting rods 3 of the seventh cylinder and the eighth cylinder are connected to 6 respectively. The ignition sequence is assumed to be 1st cylinder-8th cylinder-5th cylinder-4th cylinder-7th cylinder-2th cylinder-3th cylinder-6th cylinder. Then, the control gear 14 is provided in all cylinders in any one of the banks, for example, the first cylinder, the third cylinder, the fifth cylinder and the seventh cylinder.

  Here, paying attention to the first cylinder, the third cylinder, the fifth cylinder, and the seventh cylinder, as in the in-line four-cylinder engine of FIG. A is off.

  Therefore, similarly to the in-line four-cylinder engine of FIG. 8, the amplitude of the piston 1 can be made zero in all the cylinders of the first cylinder, the third cylinder, the fifth cylinder and the seventh cylinder.

  As a result, one of the banks can be suspended without using a valve system having a special configuration.

  A sixth embodiment will be described.

  FIG. 9 is a schematic view (only the cylinder block portion) of a V-type 6-cylinder engine to which the present embodiment is applied. In this embodiment, the piston-crank mechanism shown in FIG. 5 is applied to each cylinder. In addition to the crankshaft angular velocity ω1, the ring gear angular velocity ω2, etc., the piston position of each cylinder is detected. The piston position is detected based on detection signals from a crank angle sensor and a cam angle sensor (piston position detection means) (not shown), that is, based on a POS signal and a Ref signal.

  As described above, in the present embodiment, since the motor including the rotor member 10 and the stator member 11 is provided for each cylinder, the ring gear 5 can be driven independently for each cylinder. That is, it is possible to control the ring gear angular velocity ω2 corresponding to the piston position for each cylinder.

  Therefore, the piston phase of each bank is 180 degrees C.V. like the V type 6 cylinder engine. Even in the case of an engine other than A, the amplitude of the piston 1 of each cylinder in one bank can be made zero, or the amplitude of the piston 1 of all cylinders in both banks can be made zero.

  Moreover, since the drive of the ring gear 5 can be controlled so that the amplitude and vibration center of the piston 1 are optimized for each cylinder, it is possible to improve exhaust performance, fuel consumption performance, and driving performance.

  As described above, according to the present embodiment, in addition to the effect that the entire engine can be made compact as in the second embodiment, the amplitude of the piston 1 is also applied to an engine whose piston phase is not 180 degrees C.A. It is possible to obtain an effect that the exhaust gas can be made zero, the exhaust performance can be improved, and the like.

  The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made within the scope of the technical idea described in the claims.

It is the schematic of the piston-crank mechanism of 1st Embodiment, (a) is a front view, (b) is a side view. It is a figure for demonstrating the angular velocity of each element of the piston-crank mechanism. (A) is a diagram showing the movement of the piston-crank mechanism, (b) is a time chart of the crankshaft angular velocity and the ring gear angular velocity. (A) is a diagram showing the movement of the piston-crank mechanism when the piston amplitude is zero, (b) is a time chart of the crankshaft angular velocity and ring gear angular velocity, and (c) is a time chart of the piston position. . It is the schematic of the piston-crank mechanism of 2nd Embodiment, (a) is a front view, (b) is a side view. It is the schematic of the piston-crank mechanism of 3rd Embodiment, (a) is a front view, (b) is a side view. It is the schematic of the piston-crank mechanism of 4th Embodiment. It is the schematic of the piston-crank mechanism of 5th Embodiment. It is a figure which shows an example of the V-type engine to which 6th Embodiment is applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Piston 2 Piston pin 3 Connecting rod 4 Eccentric bush and planetary gear integrated mechanism 5 Ring gear 6 Crank pin 7 Crank shaft 8 Control shaft 9 1st motor 10 Rotor member 11 Stator member 12 2nd motor 13 Transmission 14 Control gear 15 Ring Gear rotation speed sensor

Claims (12)

In an internal combustion engine provided with a piston-crank mechanism that converts a reciprocating motion of a piston into a rotational motion of a crankshaft and transmits it to a transmission,
A connecting rod connecting the piston and the crankshaft;
An eccentric member provided at the connecting rod large end so that the central axis of the crankpin and the central axis of the connecting rod large end are eccentric;
A planetary member formed integrally with the eccentric member and concentrically with the central axis of the crankpin;
A rolling member that is concentrically mounted on the engine main body with the center axis of the crankshaft and is rotatable, and inscribed in the planetary member;
A control mechanism having a first motor as a drive source and controlling the rotation of the rolling member;
An internal combustion engine comprising: The control mechanism has a control shaft that circumscribes the rolling member;
The internal combustion engine according to claim 1, wherein the first motor is provided at an end of the control shaft.   2. The internal combustion engine according to claim 1, wherein the first motor includes a rotor member provided on an outer peripheral portion of the rolling member and a stator member fixedly supported by the engine body. Crankshaft angular velocity detecting means for detecting the angular velocity of the crankshaft;
With
The internal combustion engine according to any one of claims 1 to 3, wherein the control mechanism controls an angular velocity of the rolling member according to a detection value of the crankshaft angular velocity detection means. In an internal combustion engine having a plurality of cylinders,
A cylinder row direction, a central axis of the crankshaft, and a central axis of the control shaft are substantially parallel;
The internal combustion engine according to any one of claims 1 to 4, wherein the control mechanism is provided in at least one cylinder.   The internal combustion engine according to claim 5, wherein all the cylinders are provided with the control mechanism. Means for detecting the piston position;
The internal combustion engine according to claim 5 or 6, wherein the control mechanism controls an angular velocity of the rolling member based on a piston position for each cylinder.   The internal combustion engine according to any one of claims 1 to 7, wherein a ratio of a diameter of the planetary member to a diameter of the rolling member is 1: 2.   The internal combustion engine according to any one of claims 1 to 8, wherein the control mechanism can rotate the rolling member at the same angular velocity as the crankshaft.   The internal combustion engine according to claim 1, wherein the control mechanism can rotate the rolling member using rotational energy of the crankshaft. A second motor interposed between the crankshaft and the transmission;
The internal combustion engine according to claim 10, wherein the second motor converts rotational energy of the crankshaft into electric power, and the first motor is driven by the electric power.   The internal combustion engine according to claim 10, further comprising a transmission mechanism that mechanically transmits rotation of the crankshaft to the control shaft.