JP2009209759A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a piston stroke variable control mechanism capable of freely changing piston stroke. <P>SOLUTION: This internal combustion engine provided with: a piston-crank mechanism is provided with; an eccentric member 4b provided at a connecting rod large end part 3b with keeping eccentricity of a center axis of a crank pin 6 and 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 a center axis of the crank pin 6; a rolling member 5 installed on an engine body concentrically with a center axis of a crankshaft 7 in such a manner that the same can freely rotate, and inscribed with the planetary member 4a; and a control mechanism capable of controlling rotation of the rolling member 5 by controlling supply quantity of power to a first motor 9. Power supply to the first motor 9 is stopped for a prescribed period of time right after the control mechanism starts expansion stroke to perform quick expansion control putting the rolling member 5 under a condition where the same can freely rotate. <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. However, in recent years, by using a mechanism that connects a piston and a crankshaft by a plurality of links, One that variably controls the amount of piston stroke is known.

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

  By the way, in the structure of patent document 1, although it becomes the structure which changes a piston stroke by rotating the rotation ring attached to the engine main body, since the rotation range of this rotation ring is restrict | limited, The amount of change in the piston stroke during one cycle is also limited, and there is a problem that the effect of changing the amount of piston stroke cannot be obtained sufficiently.

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

  The present invention relates to 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 the rotational motion to a transmission. Further, a connecting rod for connecting the piston and the crankshaft, an eccentric member provided so that the central axis of the crank pin and the central axis of the connecting rod large end are eccentric at the large end of the connecting rod, and the eccentric member are integrated with each other A planetary member formed concentrically with the center axis of the crankpin, a rolling member concentrically mounted on the engine body and free to rotate with the center axis of the crankshaft, and inscribed in the planetary member; And a control mechanism capable of controlling the rotation of the rolling member by controlling the amount of power supplied to the first motor as a source, and the control mechanism returns to the first motor for a predetermined period immediately after the start of the expansion stroke. The rapid expansion control is performed to stop the power supply and to make the rolling member free to rotate.

  According to the present invention, since the rolling range of the rolling member is not limited, it is possible to freely change the piston stroke amount, thereby reducing the cooling loss by performing the rapid expansion control in the expansion stroke. be able to.

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

  FIG. 1 is a schematic 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. In other words, the ring gear 5 is held by the first motor 9 via the control shaft 8 so as to be rotationally driven or non-rotatable. 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.

  When the piston 1 is at the top dead center, the centers of the main pins of the piston pin 2, the connecting rod large end portion 3b, the crank pin 6, and the crankshaft 7 are aligned in a straight line (FIG. 3 (a-1)). When the crankshaft 7 rotates from there, the planetary gear 4a rotates while meshing with the ring gear 5, so that the eccentric bush / planet gear integrated mechanism 4 rotates clockwise in the figure, and the eccentric bush 4b descends, and the piston 1 also descends (FIGS. 3 (a-2) to (a-4)). 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 (see FIG. 3 (a-5) to (a-8)).

  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. 4 is a diagram showing the operation when the piston motion is changed during one cycle, and sequentially shows the manner in which the piston 1 descends from the start of the expansion stroke from (a) to (h). It is assumed that the crankshaft 7 is rotating at a constant crankshaft angular velocity ω1.

  When the piston 1 descends to a predetermined position (FIG. 4B) after the expansion stroke starts, the power supply to the first motor 9 is stopped and the control shaft 8 is allowed to rotate freely. When the piston 1 descends, the eccentric bush / planet gear integrated mechanism 4 receives a force that causes the combustion pressure received by the piston 1 to rotate the eccentric bush 4b around the crankpin 6 via the connecting rod 3, that is, the planetary gear 4a. Acts as a force to rotate clockwise in the figure. Here, if the control shaft 8 cannot rotate, the planetary gear 4a rotates around the crank pin 6 while meshing with the ring gear 5 as the crank pin 6 moves, as in FIG. It becomes. However, since the control shaft 8 is in a freely rotatable state, the ring gear 5 rotates when the above-described rotating force acts on the planetary gear 4a. For this reason, the planetary gear 4a can rotate around the crankpin 6 even if the crankpin 6 does not move. When the ring gear 5 rotates, the control shaft 8 that meshes with the ring gear 5 also rotates, so that the first motor 9 can generate power.

  Further, in FIGS. 4C to 4E after the control shaft 8 and the ring gear 5 are freely rotated, the position of the piston 1 is lowered despite the fact that the position of the crank pin 6 has hardly changed. Yes. Considering that the crankshaft angular velocity ω1 is constant, it can be seen that the piston 1 is lowered in a short time.

  FIG. 5 shows the piston motion shown in FIG. 3A (hereinafter referred to as normal piston motion) and the piston motion when the control shaft 8 and the ring gear 5 are freely rotatable (hereinafter referred to as rapid expansion control). FIG. The horizontal axis is the crank angle (zero degrees is compression top dead center, 180 degrees is expansion bottom dead center), the vertical axis is the piston position, the solid line is the piston motion when rapid expansion control is performed, the broken line is the normal piston motion Is shown.

  After the expansion stroke starts, normal piston motion and rapid expansion control are similar piston motions, but the rapid expansion control from CA1 corresponding to the time point of FIG. In addition, although the descent | fall speed | velocity | rate has decreased compared with between CA1-CA2 from CA2 to an expansion bottom dead center, this is mentioned later.

  FIG. 6 is a time chart showing changes in the angular velocities of the planetary gear 4a, the ring gear 5, and the crankshaft 7 when the rapid expansion control is performed.

  Prior to t0 when the expansion stroke starts, the planetary gear angular velocity ω3, the ring gear angular velocity ω2, and the crankshaft angular velocity ω1 are all constant values.

  When the control shaft 8 is free to rotate at t1 (corresponding to CA1 in FIG. 5) immediately after the start of the expansion stroke, the ring gear 5 becomes free to rotate, so that the planetary gear 4a rotates around the crankpin 6 according to the above-described force. Since the ring gear 5 rotates as the planetary gear 4a rotates, the planetary gear angular velocity ω3 and the ring gear angular velocity ω2 increase.

  At this time, as the ring gear 5 rotates, the control shaft 8 also rotates, so that the first motor 9 can generate power. That is, while taking out the power from the crankshaft 7, when operating at a lower efficiency than the theoretical efficiency in a general engine, it is possible to recover the energy lost as various lost energy as electric power.

  After t2 (corresponding to CA2 in FIG. 5) when the piston 1 is lowered by a predetermined amount, power is supplied to the first motor 9 to drive the control shaft 8, and the ring gear angular velocity ω2 is lowered. Accordingly, the lowering speed of the piston 1 is lower after CA2 in FIG. 5 than before CA2. Note that the predetermined amount here is, for example, half or more of the piston stroke.

  Then, the ring gear angular velocity ω2 is decreased until it becomes negative, that is, until the ring gear 5 rotates counterclockwise in the figure (between t3 and t4). At this time, if the planetary gear angular velocity ω3 decreases to substantially zero, the ring gear angular velocity ω2 is controlled to be substantially constant. Thus, the phase shift between the position of the planetary gear 4a relative to the crankshaft 7 and the piston position caused by the piston 1 descending while the crankshaft 7 hardly rotates between CA1 and CA2 in FIG. 5 is eliminated. .

  When the phase shift is eliminated (t4 in FIG. 6), the control shaft 8 is fixed so that the ring gear 5 does not rotate. Thereby, the planetary gear angular velocity ω3 becomes equal to that before the start of the rapid expansion control. In addition, although the case where the crankshaft angular velocity ω1 is constant has been described, it is not always necessary to be constant. For example, when the crankshaft angular velocity ω1 is increased during the rapid expansion control, the period between t3 and t4 may be shortened by an amount corresponding to the increase in the crankshaft angular velocity ω1 when eliminating the phase shift.

  Incidentally, in the piston-crank mechanism of FIG. 1, so-called cylinder deactivation control can be performed in which the piston position does not change while the crankshaft 7 is rotating. FIGS. 7A to 7C are diagrams for explaining cylinder deactivation control.

  FIG. 7A 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. 7B is a time chart of the crankshaft angular velocity ω1 and the ring gear angular velocity ω2 at this time, and FIG. 7C is a time chart showing changes in the piston position. Note that (i) in FIG. 7 (a) shows the state at time t1 in FIGS. 7 (b) and 7 (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. 7 (a), that is, at the time t2 in FIGS. 7 (b) and 7 (c), the driving 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, when 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. 7C, 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.

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 a reciprocating motion of a piston into a rotational motion of a crankshaft and transmits it to a transmission, a connecting rod 3 that connects the piston 1 and the crankshaft 7 and a large connecting rod An eccentric bush 4b provided at the end 3b so that the central axis of the crank pin 6 and the central axis of the connecting rod large end 3b are eccentric, and the eccentric bush 4b are formed integrally with the central axis of the crank pin 6. The planetary gear 4a provided on the engine body, the ring gear 5 concentric with the center axis of the crankshaft 7 on the engine body and rotatably mounted, and inscribed in the planetary gear 4a, and the amount of power supplied to the first motor 9 And a control mechanism capable of controlling the rotation of the ring gear 5 by controlling the rotation of the ring gear 5 immediately after the expansion stroke starts. Since regular inter performs rapid expansion control to the rotation free state the ring gear 5 by stopping the power supply to the first motor 9, it is possible to reduce the cooling loss during inflation.
(2) Since energy regeneration is performed by the first motor 9 that rotates with the rotation of the ring gear 5 during execution of the rapid expansion control, when the engine is operating under operating conditions with low theoretical efficiency, Energy that has been lost as lost energy can be recovered as electric power, energy efficiency in the entire system can be improved, and fuel consumption can be improved.

  A second embodiment will be described.

  FIG. 8 is a diagram showing a configuration of an engine including the piston-crank mechanism shown in FIG. 1, wherein 20 is a cylinder head, 21 is a cylinder block, 22 is an intake port, 23 is an exhaust port, 24 is an intake valve, and 25 is An exhaust valve, 26 is a spark plug, 27 is a fuel injection valve, and 28 is a combustion chamber.

  The cylinder head 20 includes an intake port 22 that communicates a combustion chamber 28 provided on the lower surface with one side surface of the cylinder head 20, and an exhaust port 23 that communicates the combustion chamber 28 with the other side surface of the cylinder head 20. An intake valve 24 and an exhaust valve 25 that are driven to open and close by an intake camshaft and an exhaust camshaft (not shown) are disposed in the openings on the respective combustion chambers 28 side. The spark plug 26 and the fuel injection valve 27 are arranged so as to face the combustion chamber 28.

  FIG. 9 is a schematic configuration diagram (side view) of an in-line four-cylinder engine in which each cylinder is configured as shown in FIG. Note that the piston 1, the connecting rod 3, the eccentric bush / planet gear integrated mechanism 4 and the cylinder head 20 are omitted.

  Each of the first to fourth cylinders includes the piston-crank mechanism shown in FIG. 1, but the control shaft 8 is for the second and third cylinders, and the first and fourth cylinders are used. The first motor 9 is similarly provided with two of the first motor 9a and the first motor 9b. A second motor 30 is interposed between the crankshaft 7 and the transmission 13.

  With such a configuration, the first and fourth cylinders and the second and third cylinders can be controlled to different piston motions. For example, only one of the first cylinder and the fourth cylinder, or the second cylinder and the third cylinder can be selectively subjected to rapid expansion control or can be deactivated. For example, in a V-type 8-cylinder engine as well as an in-line 4-cylinder engine, if two control shafts 8 are provided for the left bank and the right bank, the cylinders in one bank are selectively deactivated. It is also possible.

  Next, the piston motion control for each operation region, which is possible with the configuration of FIG. 9, will be described.

  FIG. 10 is a general operation region map of an engine that performs HCCI combustion (premixed compression self-ignition).

  HCCI combustion is a combustion system in which an air-fuel mixture is formed in a combustion chamber before a compression stroke and is self-ignited by compression in an engine mainly using spark ignition. According to this, since the entire fuel in the combustion chamber is ignited almost simultaneously, it can be burned even under a condition where the air-fuel ratio is greatly leaned and the dilution ratio of the fuel by introducing a large amount of EGR gas is very large. It is possible to simultaneously reduce the emissions and emissions.

  However, since the entire fuel gas in the combustion chamber is ignited almost at the same time, there is a steep pressure increase due to a sudden heat generation. For this reason, when the engine load becomes high, the maximum pressure rises, and there arises a problem that the weight increases for securing the component strength and a problem that the combustion noise deteriorates. In HCCI combustion, since the ignition of the fuel relies on a chemical reaction, if the engine speed increases and the actual time of one cycle is shortened, the piston 1 descends before the reaction proceeds sufficiently, There is a risk of misfire.

  Due to such problems, there is a limit to the operation range in which HCCI combustion is possible. As shown in FIG. 10, HCCI combustion is performed in a low load / low rotation region, and spark ignition is performed in a high rotation region and a high load region. It is common to do.

  FIG. 11 is an operation region map of this embodiment in which HCCI combustion is performed by the engine having the configuration shown in FIGS. 1, 8, and 9.

  HCCI combustion is performed in the low load / low rotation range. At this time, the rapid expansion control described above is performed in the expansion stroke. As a result, energy regeneration by the first motor 9 can be performed, and cooling efficiency can be reduced to improve thermal efficiency.

  HCCI combustion is performed even in a low load / high rotation range. At this time, in order to eliminate the fear of misfire described above, the following control is performed in the expansion stroke.

  FIG. 12 is a diagram showing changes in the crankshaft angular velocity ω1, the ring gear angular velocity ω2, and the planetary gear angular velocity ω3 by the control executed in the expansion stroke in the low load / high rotation region. Here, the case where the crankshaft angular velocity ω1 is constant will be described.

  Assuming that the start of expansion (compression top dead center) is t0, the planetary gear angular velocity ω3 is decreased by rotating the ring gear 5 counterclockwise in FIG. 1 immediately before t0. As a result, the lowering speed of the piston 1 is reduced by the amount that the rotational speed of the eccentric bush 4b around the crank pin 6 is reduced. When the piston 1 reaches the predetermined height t1, the planetary gear angular velocity ω3 is increased by making the ring gear 5 freely rotatable as in the rapid expansion control, and the position of the planetary gear 4a relative to the crankshaft 7 and the piston position. The phase shift is eliminated, and when t2 is reached, the first motor 9 is driven again to make the ring gear angular velocity ω2 zero.

  By performing this control (hereinafter referred to as slow expansion control), the lowering speed of the piston 1 is reduced from the vicinity of the compression top dead center in the first half of the expansion stroke, whereby the chemical reaction proceeds and the temperature is increased for the time required for ignition. Since a high pressure field can be maintained, ignitability is stabilized. For this reason, HCCI combustion becomes possible. Although rapid expansion starts from t1, there is no problem as long as the entire fuel is ignited. Therefore, the length between t0 and t1 is set according to the engine speed and the time required for ignition.

  In the high load / low rotation range, HCCI combustion cannot be performed due to the above-mentioned problems such as rapid pressure rise and deterioration of combustion noise. In particular, it is difficult to realize the component strength without increasing the weight in light of the current technology and cost. Therefore, in this region, normal spark ignition combustion is performed, and the fuel dilution rate is sequentially changed according to the load.

  By the way, as the load increases, the amount of fuel injected in one cycle increases. At this time, it is necessary to uniformly mix the fuel and air by the ignition timing, but it becomes difficult to mix homogeneously as the amount of fuel increases. By controlling the shape of the intake port 22 and the opening / closing timing of the intake valve 24, turbulence due to gas flow can be generated in the combustion chamber 28 to promote mixing of fuel and air. Disturbance due to will attenuate. Therefore, the following control is performed.

  FIG. 13 is a diagram showing changes in the crankshaft angular velocity ω1, the ring gear angular velocity ω2, and the planetary gear angular velocity ω3 by the control executed in the compression stroke and the expansion stroke in the high load / low rotation range. Here, the case where the crankshaft angular velocity ω1 is constant will be described.

  At t1 after the elapse of a predetermined time from the intake bottom dead center t0, the ring gear 5 is rotated counterclockwise in FIG. 1 to reduce the planetary gear angular velocity ω3 to substantially zero. This is because rapid compression control is performed in the latter half of the compression stroke as will be described later, so that the phase shift is made in advance so that the phase of the planet gear 4a relative to the crankshaft 7 and the phase of the piston position are aligned at the compression top dead center. It is.

  While maintaining this state, when t2 is reached, the ring gear 5 is allowed to rotate freely until t3 after the expansion stroke starts. As a result, the planetary gear angular velocity ω3 increases and the rising speed of the piston 1 increases as in the case of the rapid expansion control, so that the above-described attenuation of the turbulence in the combustion chamber 28 can be suppressed. Note that t2 is set according to the fuel injection amount and the rotational speed so as to ensure the time required for mixing the fuel and air.

  Further, t1 is set so that the phase of the planet gear 4a with respect to the crankshaft 7 and the phase of the piston position are aligned after rapid compression according to t2, that is, according to the period during which rapid compression is performed.

  In the expansion stroke, rapid expansion control is performed. Control similar to the control shown in FIG. 6 is performed except that the ring gear angular velocity ω2 and the planetary gear angular velocity ω3 are already high at the compression top dead center. Note that t3 in FIG. 13 corresponds to t2 in FIG.

  Thus, by increasing the rising speed of the piston 1 in the latter half of the compression stroke, it is possible to maintain the turbulence in the cylinder and promote the mixing of fuel and air. On the other hand, by performing rapid expansion control in the expansion stroke, it is possible to reduce cooling loss, prevent knocking, and suppress generation of NOx.

  In order to perform rapid compression control and rapid expansion control, the first cylinder, the fourth cylinder, the second cylinder, and the third cylinder must be separately controllable as in the configuration shown in FIG. . For example, in the case of an in-line four-cylinder engine, the third cylinder is in the compression stroke when the first cylinder is in the expansion stroke. For this reason, when the ring gears 5 of all cylinders are controlled by the single control shaft 8, if the rapid expansion control is performed in the first cylinder, the third cylinder is rapidly compressed even in the first half of the compression stroke. At the end, the phase shift does not disappear. Similarly, when rapid compression control is performed in the first cylinder, the third cylinder rapidly expands even in the latter half of the expansion stroke, and the phase shift is not eliminated at the end of the expansion stroke. On the other hand, according to the configuration of FIG. 9, the first cylinder, the fourth cylinder, the second cylinder, and the third cylinder can be controlled separately, so that such a problem does not occur.

  In the high load / high rotation region, spark ignition is performed by the normal piston motion shown in FIG. Since the crankshaft 7 includes the second motor 30, for example, by applying a load to the second motor 30, the torque fluctuation range can be reduced and the exercise performance can be improved.

  As described above, in the present embodiment, the following effects can be obtained in addition to the same effects as those of the first embodiment.

  (1) Since rapid expansion control is performed in a low load / low rotation region, cooling loss can be reduced.

  (2) In addition to rapid expansion control in the high load / low rotation region, rapid compression control is performed at least in the second half of the compression stroke, so that the turbulence of the gas flow in the cylinder is maintained up to the vicinity of the compression top dead center. Can be mixed.

  (3) Since the slow expansion control is performed for a predetermined period immediately after the start of the expansion stroke in the low load / high rotation region, the time during which the cylinder is in a high temperature / high pressure field can be made relatively long. It is possible to secure time until the ignition starts.

  (4) Since combustion is performed by spark ignition in the high load region and HCCI combustion is performed in the low load region, knocking can be prevented and the amount of NOx generated can be reduced at high loads, and a high dilution rate by HCCI combustion can be achieved at low loads. It becomes possible to drive at. In particular, by performing slow expansion control during high rotation and low load, the time required for compression self-ignition can be secured, so that the HCCI combustible region can be expanded to a higher rotation side than before.

  (5) In order to eliminate the phase shift between the position of the planetary gear 4a with respect to the crankshaft 7 and the piston position caused by the rapid expansion control, the rapid compression control, or the slow expansion control, the phase shift is performed during the stroke in which the control is performed. The ring gear 5 is rotated in a direction opposite to the direction of rotation of the ring gear 5 being controlled in accordance with the magnitude of the rotation of the planetary gear 4a relative to the crankshaft 7 and the piston position at the end of each stroke in one cycle. The phase is aligned.

  (6) In an in-line four-cylinder engine, each cylinder has an eccentric bush 4b, a planetary gear 4a and a ring gear 5, and a control shaft 8a, a first motor 9a for the first and fourth cylinders, and a second cylinder Since the control shaft 8b and the first motor 9b for the third cylinder and the second motor 30 connected to one end of the crankshaft 7 are provided, all cylinders can be operated as shown in the operation region map of FIG. And the torque fluctuation range can be reduced.

  A third embodiment will be described. FIG. 14 is a schematic configuration diagram of the piston-crank mechanism of the present embodiment. Like FIG. 1, (a) is the figure seen from the engine front, (b) is the figure seen from the engine side.

  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.

  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)-(g) is a figure for demonstrating operation | movement of the piston-crankshaft mechanism in rapid expansion control. It is a figure showing the piston motion at the time of rapid expansion control. It is a figure showing the change of the angular velocity of each element at the time of rapid expansion control. (A)-(c) is a figure for demonstrating cylinder deactivation control. It is a figure showing the cylinder head structure of the engine to which 2nd Embodiment is applied. It is a schematic block diagram (side view) of the engine to which 2nd Embodiment is applied. It is a general driving | operation area | region map in the case of performing HCCI combustion. It is the driving | operation area | region map of 2nd Embodiment. It is a figure showing the change of the angular velocity of each element at the time of slow expansion control. It is a figure showing the change of the angular velocity of each element in the case of performing rapid compression control and rapid expansion control. It is the schematic of the piston-crank mechanism of 3rd Embodiment, (a) is a front view, (b) is a side view.

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 13 Transmission 14 Control gear 15 Ring gear rotational speed sensor 30 Second motor

Claims (11)

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 body and concentrically with the central axis of the crankshaft, and inscribed in the planetary member;
A control mechanism capable of controlling the rotation of the rolling member by controlling the amount of power supplied to the first motor as a drive source;
With
An internal combustion engine characterized in that the control mechanism performs rapid expansion control for stopping a power supply to the first motor and allowing the rolling member to rotate freely for a predetermined period immediately after the start of an expansion stroke. 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.   4. The internal combustion engine according to claim 1, wherein during the execution of the rapid expansion control, energy regeneration is performed by the first motor that rotates as the rolling member rotates. 5.   The internal combustion engine according to any one of claims 1 to 4, wherein the control mechanism performs the rapid expansion control in a low load / low rotation range.   In addition to the rapid expansion control in the high load / low rotation region, the control mechanism stops the power supply to the first motor at least in the latter half of the compression stroke, thereby making the rolling member in a freely rotating state. 6. The internal combustion engine according to claim 5, wherein control is performed.   The control mechanism performs slow expansion control for rotating the rolling member in a direction to decrease the rotation speed of the planetary member for a predetermined period immediately after the start of the expansion stroke in a low load / high rotation region. The internal combustion engine according to claim 5 or 6.   The internal combustion engine according to any one of claims 5 to 7, wherein the control mechanism controls the rolling member not to rotate during one cycle in a high load / high rotation region. Comprising ignition means for spark ignition of the air-fuel mixture in the combustion chamber;
The internal combustion engine according to any one of claims 5 to 8, wherein combustion is performed by spark ignition using the ignition means in a high load region, and combustion is performed by premixed compression self-ignition in a low load region. .   In order to eliminate the phase shift between the position of the planetary member relative to the crankshaft and the piston position caused by the rapid expansion control, the rapid compression control, or the slow expansion control, during the stroke in which the control mechanism is performed, The internal combustion engine according to any one of claims 1 to 9, wherein the rolling member is rotated in a direction opposite to a rotation direction during the control in accordance with a magnitude of the phase shift. In an inline 4-cylinder engine,
Each cylinder has the eccentric member, planetary member and rolling member,
A first control mechanism for controlling rotation of the rolling members of the first cylinder and the fourth cylinder;
A second control mechanism for controlling rotation of the rolling members of the second cylinder and the third cylinder;
A second motor having a rotating shaft connected to one end of the crankshaft;
The internal combustion engine according to claim 1, further comprising: