JP2011089453A - Internal combustion engine equipped with variable compression ratio mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology for keeping constant a backlash amount between a reduction gear and a crank side gear when changing a compression ratio, in an internal combustion engine with a variable compression ratio mechanism to change the mechanical compression ratio by putting a cylinder block and a crank case into relative displacement. <P>SOLUTION: In the internal combustion engine equipped with the variable compression ratio mechanism to change the compression ratio by putting the cylinder block and the crank case into the relative displacement, the cylinder block is fitted with the auxiliary gear to mesh with the crank side gear and transmit torque given by the crank side gear to a cam side gear through a timing belt or a timing chain so as to change the tooth form of either the auxiliary gear and the crank side gear when the auxiliary gear is displaced together with the cylinder block. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an internal combustion engine including a variable compression ratio mechanism capable of changing a mechanical compression ratio.

  Conventionally, as a technique for changing the mechanical compression ratio of an internal combustion engine, a variable compression ratio mechanism that changes the volume of a combustion chamber by relatively displacing a cylinder block and a crankcase is known.

  In an internal combustion engine equipped with such a variable compression ratio mechanism, the distance between the crankshaft and the camshaft changes when the compression ratio is changed. For this reason, according to the conventional method of transmitting the rotational force of the crankshaft to the camshaft via the timing belt or the timing chain, the tension acting on the timing belt or the timing chain changes.

  On the other hand, a configuration is proposed in which an auxiliary gear (for example, a reduction gear) that is rotatably supported by the cylinder block and meshes with the crank side gear is provided, and a timing belt or a timing chain is hung between the auxiliary gear and the cam side gear. (For example, refer to Patent Document 1).

  According to such a configuration, when the cylinder block and the crankcase are relatively displaced, the auxiliary gear is displaced while meshing with the crank side gear, so that the tension acting on the timing belt or the timing chain is kept constant, and the crank is kept constant. The rotational force of the shaft can be transmitted to the camshaft.

JP 2007-332798 A

  By the way, in the prior art as described above, when the auxiliary gear is displaced, there is a possibility that the distance between the auxiliary gear and the crank side gear (distance between the axis of the auxiliary gear and the axis of the crank side gear) changes. .

  For example, in a variable compression ratio mechanism in which the cylinder block and the crankcase are relatively displaced in the cylinder axis direction, the auxiliary gear is also displaced in the cylinder axis direction when the compression ratio is changed. Will change. As a result, the amount of backlash between the auxiliary gear and the crank side gear changes as the compression ratio changes. When the backlash amount of the auxiliary gear and the crank side gear changes, the magnitude of vibration and noise may change according to the compression ratio.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a compression ratio in an internal combustion engine including a variable compression ratio mechanism that changes a compression ratio by relatively displacing a cylinder block and a crankcase. Is to keep the backlash amount of the auxiliary gear and the crank side gear constant.

In order to solve the above-described problems, the present invention provides an internal combustion engine having a variable compression ratio mechanism that changes a compression ratio by relatively displacing a cylinder block and a crankcase. When the gear is displaced in the radial direction while meshing with the side gear, the tooth profile of either the auxiliary gear or the crank side gear is changed.

Specifically, the present invention relates to an internal combustion engine including a variable compression ratio mechanism that changes a compression ratio by relatively displacing a cylinder block and a crankcase in the cylinder axial direction.
A cylinder head fixed to the cylinder block;
A camshaft rotatably supported by the cylinder head;
A crankshaft rotatably supported by the crankcase;
A cam side gear fixed to the camshaft;
A crank side gear fixed to the crankshaft;
An auxiliary gear rotatably supported by the cylinder block and meshing with the crank side gear;
A timing belt or a timing chain that spans between the cam side gear and the auxiliary gear and transmits the rotational force of the auxiliary gear to the cam side gear;
With
Either the auxiliary gear or the crank side gear is formed such that the tooth profile changes in the tooth trace direction,
When the auxiliary gear and the crank side gear are relatively displaced in accordance with the relative displacement between the cylinder block and the crankcase, either the auxiliary gear or the crank side gear moves in the tooth trace direction. A displacement mechanism is further provided.

  In the invention configured as described above, when the compression ratio of the internal combustion engine is changed, the cylinder block and the crankcase are relatively displaced in the cylinder axial direction. Accordingly, the auxiliary gear and the crank side gear are also displaced relative to each other. At that time, since the auxiliary gear and the crank side gear are relatively displaced in the cylinder axis direction, the relative distance between the rotating shaft of the auxiliary gear and the rotating shaft (crankshaft) of the crank side gear (hereinafter referred to as “gear shaft distance”) Will change).

  When the distance between the gear shafts changes with the change of the compression ratio, the backlash amount between the auxiliary gear and the crank side gear also changes with the change of the compression ratio. However, in the present invention, when the auxiliary gear and the crank side gear are relatively displaced in the cylinder axis direction, either the auxiliary gear or the crank side gear is also displaced in the tooth trace direction (axial direction of the rotating shaft). It will be.

  Since either the auxiliary gear or the crank side gear is formed so that the tooth profile changes in the tooth trace direction, the tooth profile of the meshing portion changes with the displacement in the tooth trace direction described above. In this case, when the distance between the gear shafts of the auxiliary gear and the crank side gear is long, the tooth length may be longer than when it is short, or the tooth thickness may be increased. As a result, the backlash amount can be kept substantially constant even if the distance between the gear shafts of the auxiliary gear and the crank side gear changes.

  Therefore, according to the present invention, even if the compression ratio changes, the level of noise and vibration caused by backlash between the auxiliary gear and the crank side gear can be kept substantially constant. That is, it is possible to avoid the deterioration of noise and the deterioration of vibration due to the change in the distance between the gear shafts of the auxiliary gear and the crank side gear.

  The displacement mechanism of the present invention has a guide surface inclined in the tooth trace direction with respect to the radial direction of the auxiliary gear, and the guide surface is brought into contact with the auxiliary gear or a member that is displaced in conjunction with the auxiliary gear. A slider mechanism that displaces the auxiliary gear along the guide surface when the cylinder block is displaced can be exemplified.

According to the displacement mechanism configured in this way, the auxiliary gear is displaced along the guide surface. That is, the auxiliary gear is displaced in the cylinder axis direction while being displaced in the tooth trace direction. Such a displacement mechanism can displace the auxiliary gear in the tooth trace direction using a force that displaces the auxiliary gear in the cylinder axial direction, in other words, a force that relatively displaces the cylinder block and the crankcase. As a result, it is possible to displace the auxiliary gear in the tooth trace direction without requiring a separate power.

  The displacement mechanism of the present invention is provided in a guide groove extending obliquely with respect to the radial direction of the auxiliary gear or the crank side gear, and a member that is displaced in conjunction with the auxiliary gear, and is fitted in the guide groove. And a spline mechanism including a protrusion.

  According to the present invention, in an internal combustion engine having a variable compression ratio mechanism that changes the compression ratio by relatively displacing the cylinder block and the crankcase, the backlash amount between the auxiliary gear and the crank side gear when the compression ratio is changed. Can be kept constant. As a result, it is possible to suppress changes (deterioration) in the magnitude of noise and vibration due to backlash between the auxiliary gear and the crank side gear.

1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied. It is a figure which shows the structure of a transmission mechanism. It is a figure which shows the change of the relative position of the reduction gear and the crank side gear accompanying the change of a compression ratio. It is a top view of a reduction gear. It is a figure which shows the A-A 'cross section in FIG. It is a figure which shows the mechanism which displaces a reduction gear to a tooth trace direction. It is a 1st figure which shows the aspect which a reduction gear displaces. It is a 2nd figure which shows the aspect which a reduction gear displaces. It is a figure which shows the site | part meshing with a crank side gear in a reduction gear. It is a figure explaining the tooth profile of a reduction gear. It is a figure which shows the meshing state of the reduction gear and the crank side gear. It is a figure which shows the other example of the mechanism which displaces a reduction gear. It is a figure which shows the other example of the mechanism which displaces a reduction gear.

  Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. The dimensions, materials, shapes, relative arrangements, and the like of the components described in the present embodiment are not intended to limit the technical scope of the invention to those unless otherwise specified.

  FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied. An internal combustion engine 1 shown in FIG. 1 is a spark ignition type internal combustion engine (gasoline engine) in which a mechanical compression ratio (combustion chamber volume) is changed by relative displacement of a cylinder block 2 and a crankcase 3 in a cylinder axial direction. is there. The internal combustion engine 1 may be a compression ignition type internal combustion engine (diesel engine).

  The internal combustion engine 1 includes a cylinder block 2 and a crankcase 3 that are connected so as to be relatively displaceable in the cylinder axial direction. A cylinder head 4 is fixed to the cylinder block 2.

A cylinder (cylinder) 5 is formed in the cylinder block 2. A piston 6 is loaded in the cylinder 5 so as to be slidable in the cylinder axial direction. A crankshaft 7 is rotatably supported on the crankcase 3. The piston 6 and the crankshaft 7 are connected via a connecting rod 8.

  The cylinder head 4 is provided with an intake port 9 and an exhaust port 10 that communicate with the cylinder 5. The cylinder head 4 is provided with an intake valve 11 for opening and closing the opening end of the intake port 9 and an exhaust valve 12 for opening and closing the opening end of the exhaust port 10. The intake valve 11 is driven to open and close by an intake camshaft 13 that is rotatably supported by the cylinder head 4. The exhaust valve 12 is driven to open and close by an exhaust camshaft 14 that is rotatably supported by the cylinder head 4. Further, a fuel injection valve 15 for injecting fuel into the intake port 5 and a spark plug 16 for generating a spark in the cylinder 5 are attached to the cylinder head 4.

  Next, a variable compression ratio mechanism 100 for displacing the cylinder block 2 in the cylinder axial direction with respect to the crankcase 3 is provided at a connecting portion between the cylinder block 2 and the crankcase 3. Examples of the variable compression ratio mechanism 100 include a mechanism that displaces the cylinder block 2 in the cylinder axial direction by rotating an eccentric cam.

  According to the variable compression ratio mechanism 100, the combustion chamber volume can be increased by moving the cylinder block 2 away from the crankcase 3 in the cylinder axial direction. As a result, the mechanical compression ratio (a value obtained by dividing the sum of the stroke volume and the combustion chamber volume by the combustion chamber volume) becomes low.

  Further, according to the variable compression ratio mechanism 100 described above, the combustion chamber volume can be reduced by bringing the cylinder block 2 closer to the crankcase 3 in the cylinder axial direction. As a result, the mechanical compression ratio of the internal combustion engine 1 is increased.

  The internal combustion engine 1 configured as described above is provided with an electronic control unit (ECU) 17 for electrically controlling various devices such as the fuel injection valve 15, the spark plug 16, and the variable compression ratio mechanism 100. .

  The ECU 17 is a unit including a CPU, a ROM, a RAM, a backup RAM, and the like, and electric signals from various sensors such as a crank position sensor 18 and an accelerator position sensor 19 are input thereto. The crank position sensor 18 is a sensor that is disposed in the vicinity of the crankshaft 7 and outputs a pulse signal correlated with the rotational position of the crankshaft 7. The accelerator position sensor 19 is a sensor that outputs a signal correlated with the amount of operation of the accelerator pedal (accelerator opening).

  ECU17 discriminate | determines the driving | running state (engine driving | running state) of the internal combustion engine 1 according to the electric signal of above-mentioned various sensors, and controls the above-mentioned various apparatuses according to the discrimination | determination result. For example, the ECU 17 controls the variable compression ratio mechanism 100 based on the engine speed and the engine load determined from the output signals of the crank position sensor 18 and the accelerator position sensor 19.

  At this time, when the engine speed and the engine load are in a predetermined low load / low rotation operation region, the ECU 17 controls the variable compression ratio mechanism 100 so that the compression ratio of the internal combustion engine 1 becomes high. Specifically, the ECU 17 controls the variable compression ratio mechanism 100 so that the cylinder block 2 approaches the crankcase 3.

  Further, when the engine speed and the engine load deviate from the low load / low rotation operation region, the ECU 17 controls the variable compression ratio mechanism 100 so that the cylinder block 2 moves away from the crankshaft 7, thereby The compression ratio of the engine 1 is reduced.

  It should be noted that the compression ratio of the internal combustion engine 1 may be switched between two stages as described above, or may be switched steplessly according to the engine speed and the engine load.

  Thus, when the compression ratio of the internal combustion engine 1 is changed, it is possible to achieve both improvement in combustion efficiency in the low load / low rotation operation region and suppression of knocking in the high load / high rotation operation region.

  By the way, since the intake camshaft 13 and the exhaust camshaft 14 described above are rotationally driven in response to the rotational force of the crankshaft 7, the rotational force of the crankshaft 7 is transmitted to the intake camshaft 13 and the exhaust camshaft 14. This mechanism is required.

  As such a transmission mechanism, a cam-side gear that rotates integrally with the camshafts 13 and 14, a crank-side gear that rotates integrally with the crankshaft 7, and a timing that is spanned between the crank-side gear and the cam-side gear. A mechanism including a belt (or timing chain) can be exemplified.

  However, in the internal combustion engine 1 provided with the variable compression ratio mechanism 100, the relative distance (interaxial distance) between the camshaft and the crankshaft changes with the change of the compression ratio, so that it acts on the timing belt and the timing chain. Problems such as changes in tension occur.

  On the other hand, as shown in FIG. 2, a reduction gear (auxiliary gear) 80 meshing with a crank side gear 70 attached to the crankshaft 7 is rotatably attached to the cylinder block 2, and the reduction gear 80 and the cam side gear are attached. The timing chain 200 is extended between 130 and 140.

  The cam side gear 130 is a gear fixed to the end of the intake camshaft 13 (hereinafter referred to as “intake cam side gear”), and the cam side gear 140 is fixed to the end of the exhaust camshaft 14. A gear (hereinafter referred to as “exhaust cam side gear”).

  According to the transmission mechanism configured as described above, when the compression ratio of the internal combustion engine 1 is changed (that is, when the cylinder block 2 is displaced in the cylinder axial direction with respect to the crankcase 3), the reduction gear 80 is The cylinder block 2 is displaced in the cylinder axial direction. That is, when the compression ratio of the internal combustion engine 1 is changed, the position of the reduction gear 80 with respect to the crank side gear 70 changes in the cylinder axial direction. At this time, the shapes and sizes of the reduction gear 80 and the crank-side gear 70 are determined so as to mesh with each other even when the reduction gear 80 and the crank-side gear 70 are relatively displaced.

  According to the transmission mechanism configured as described above, the rotational force of the crank side gear 70 is transmitted to the cam side gears 130 and 140 even when the relative position between the cylinder block 2 and the crankcase 3 is changed. It becomes possible. Further, when the reduction gear 80 is displaced together with the cylinder block 2, the inter-axis distance between the cam side gears 130 and 140 and the reduction gear 80 is kept constant. Therefore, the tension acting on the timing chain 200 can be kept constant.

  However, in the transmission mechanism described above, since the reduction gear 80 and the crank side gear 70 are relatively displaced in the cylinder axis direction, the rotation shaft 81 of the reduction gear 80 and the rotation shaft (crank shaft 7) of the crank side gear 70 are not connected. The distance (distance between the gear shafts) changes as the compression ratio changes.

Here, the relative positions of the crank-side gear 70 and the reduction gear 80 are shown in FIG. FIG.
FIG. 3A shows the relative position between the crank side gear 70 and the reduction gear 80 when the compression ratio is the highest, and FIG. 3B shows the crank side gear 70 and the reduction gear 80 when the compression ratio is the lowest. Indicates the relative position.

  When the compression ratio of the internal combustion engine 1 is the highest (when the cylinder block and the crankcase 3 are closest), the rotation shaft 81 of the reduction gear 80 and the crankshaft 7 are substantially horizontal. On the other hand, when the compression ratio of the internal combustion engine 1 is the lowest (when the cylinder block is furthest away from the crankcase 3), the rotation shaft 81 of the reduction gear 80 has the highest compression ratio in the horizontal direction in FIG. However, it is displaced upward in the vertical direction (cylinder axis direction) in FIG. 3 from the maximum compression ratio.

  Therefore, the distance between the gear shafts when the compression ratio of the internal combustion engine 1 is the lowest (dl in FIG. 3B) is the distance between the gear shafts when the compression ratio of the internal combustion engine 1 is the highest (FIG. 3A). (Dh> dh). As a result, the amount of backlash between the reduction gear 80 and the crank side gear 70 is greater when the compression ratio of the internal combustion engine 1 is lower than when the compression ratio is high.

  When the amount of backlash between the reduction gear 80 and the crank side gear 70 changes, the magnitude of noise and vibration caused by the backlash also changes. For example, in the example shown in FIG. 3, the magnitude of noise and vibration due to backlash may increase as the compression ratio of the internal combustion engine 1 decreases.

  In contrast, the internal combustion engine provided with the variable compression ratio mechanism of the present embodiment changes the tooth profile of the portion that meshes with the crank side gear 70 in the reduction gear 80 when the compression ratio of the internal combustion engine 1 is changed. The change in the amount of backlash was suppressed.

  Hereinafter, a configuration for changing the tooth profile of the reduction gear 80 will be described with reference to FIGS. 4 to 6. FIG. 4 is a plan view of the reduction gear 80. FIG. 5 is a cross-sectional view taken along line A-A ′ of the reduction gear 80 shown in FIG. 4. FIG. 6 is a side view of the reduction gear 80.

  In the reduction gear 80 of the present embodiment, the length of the tooth trace (the length of the teeth in the axial direction) is longer than that of the crank side gear 70. On the inner peripheral surface of the reduction gear 80, a groove 80a extending in the axial direction is formed. Correspondingly, a convex strip 81a extending in the axial direction is formed on the outer peripheral surface of the rotating shaft 81, and the convex strip 81a is fitted into the groove 80a. As a result, the reduction gear 80 and the rotating shaft 81 are coupled so as to be relatively displaceable in the axial direction and not relatively rotatable in the circumferential direction.

  Further, the side surface 82 of the reduction gear 80 is formed in a tapered shape with the center portion protruding from the peripheral edge portion. Further, guide members 30 having inclined surfaces parallel to the side surfaces 82 of the reduction gear 80 are in contact with both sides of the reduction gear 80. These guide members 30 are fixed to the crankcase 3.

  FIG. 6 shows the relative position between the reduction gear 80 and the guide member 30 when the compression ratio of the internal combustion engine 1 is the highest, in other words, when the cylinder block and the crankcase 3 are closest to each other. On the other hand, when the compression ratio of the internal combustion engine 1 is reduced, the reduction gear 80 and the rotating shaft 81 are displaced in the cylinder axis direction (the direction indicated by the arrow Y in FIG. 6). At that time, the reduction gear 80 is displaced along the inclined surface of the guide member 30. As a result, as shown in FIGS. 7 and 8, the reduction gear 80 is displaced in the cylinder axis direction (indicated by the arrow Y in FIG. 7) while being displaced toward the distal end side (the direction indicated by the arrow X in FIG. 7) of the rotating shaft 81. Direction).

  Therefore, the portion of the reduction gear 80 that meshes with the crank-side gear 70 is a region on the proximal end side of the rotating shaft 81 (region R1 in FIG. 9) when the compression ratio is the lowest, but rotates as the compression ratio increases. It changes to the area | region (area | region R2, R3 in FIG. 9) of the front end side of the axis | shaft 81.

  Therefore, if the tooth profiles of the regions R1, R2, and R3 are made different, the tooth profile of the portion of the reduction gear 80 that meshes with the crank-side gear 70 changes according to the compression ratio. Since the reduction gear 80 is displaced while meshing with the crank-side gear 70, the tooth shapes of the above-described regions R1, R2, and R3 are formed so as to change continuously (steplessly).

  Here, the distance between the gear shafts of the reduction gear 80 and the crank-side gear 70 is, as described in the description of FIG. 3 described above, when the compression ratio is the highest (the region R3 of the reduction gear 80 is different from the crank-side gear 70). (When meshed) and the longest when the compression ratio is the lowest (when the region R1 of the reduction gear 80 meshes with the crank side gear 70). Therefore, the amount of backlash when the region R1 of the reduction gear 80 meshes with the crank side gear 70 is likely to be larger than when the region R3 of the reduction gear 80 meshes with the crank side gear 70.

  Therefore, in the reduction gear 80 of the present embodiment, as shown in FIG. 10, the relationship between the tooth thickness W1 of the region R1, the tooth thickness W2 of the region R2, and the tooth thickness W3 of the region R3 satisfies W1> W2> W3. To be formed.

  When the reduction gear 80 is formed in this way, as shown in FIG. 11, when the reduction gear 80 in the region R3 meshes with the crank side gear 70 (see FIG. 11A), the reduction gear 80 in the region R2 is formed. Is engaged with the crank-side gear 70 (see FIG. 11 (b)), and when the reduction gear 80 in the region R1 is engaged with the crank-side gear 70 (see FIG. 11 (c)), the backlash amount is substantially reduced. Become equivalent.

  Therefore, according to this embodiment, even if the compression ratio of the internal combustion engine 1 changes, the level of noise and vibration caused by the backlash between the reduction gear 80 and the crank side gear 70 can be kept substantially constant. That is, it is possible to avoid deterioration in noise and vibration due to a change in the distance between the gear shafts of the reduction gear 80 and the crank side gear 70.

  Furthermore, according to the present embodiment, the reduction gear 80 is displaced in the tooth trace direction (axial direction) using a force that displaces the reduction gear 80, that is, a force that relatively displaces the cylinder block 2 and the crankcase 3. Therefore, it is not necessary to provide a separate drive mechanism.

  In the example shown in FIG. 10, the example in which the tooth thickness of the reduction gear 80 is changed in the tooth trace direction is described. However, the tooth length of the reduction gear 80 may be changed in the tooth trace direction.

  In the example shown in FIG. 6, the example in which the inclined surface of the guide member 30 is brought into contact with the side surface of the reduction gear 80 has been described. However, as shown in FIG. 12, the guide member is attached to both ends of the rotation shaft 81 of the reduction gear 80. You may make it contact 31. FIG. At that time, the reduction gear 80 and the rotating shaft 81 are connected so as not to be relatively displaceable in the axial direction and relatively unrotatable in the circumferential direction. According to such a configuration, the rotary shaft 81 is displaced in the axial direction together with the reduction gear 80, but the same operation and effect as the configuration of FIG. 6 described above can be obtained.

  As another example of a mechanism for displacing the reduction gear 80, as shown in FIG. 13, a protrusion 84 is provided on the support member 83 of the rotating shaft 81, and an inclined groove 33 is formed on the member 32 facing the protrusion 84. A mechanism in which the protrusion 84 is fitted in the inclined groove 33 can be exemplified. At this time, the member 32 is fixed to the crankcase 3. According to such a mechanism, the same operation and effect as the configuration of FIG. 6 described above can be obtained.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cylinder block 3 Crankcase 4 Cylinder head 5 Cylinder 7 Crankshaft 11 Intake valve 12 Exhaust valve 13 Intake camshaft 14 Exhaust camshaft 30 Guide member 31 Guide member 70 Crank side gear 80 Reduction gear 80a Groove 81 Rotating shaft 81a ridge 82 side surface 83 support member 100 variable compression ratio mechanism 130 intake cam side gear 140 exhaust cam side gear 200 timing chain

Claims (2)

In an internal combustion engine having a variable compression ratio mechanism that changes a compression ratio by relatively displacing a cylinder block and a crankcase,
A cylinder head fixed to the cylinder block;
A camshaft rotatably supported by the cylinder head;
A crankshaft rotatably supported by the crankcase;
A cam side gear fixed to the camshaft;
A crank side gear fixed to the crankshaft;
An auxiliary gear rotatably supported by the cylinder block and meshing with the crank side gear;
A timing belt or a timing chain that spans between the cam side gear and the auxiliary gear and transmits the rotational force of the auxiliary gear to the cam side gear;
With
Either the auxiliary gear or the crank side gear is formed such that the tooth profile changes in the tooth trace direction,
When the auxiliary gear and the crank side gear mesh with each other with relative displacement between the cylinder block and the crank case, either the auxiliary gear or the crank side gear moves in the tooth trace direction. An internal combustion engine comprising a variable compression ratio mechanism, further comprising a displacement mechanism.   2. The member according to claim 1, wherein the displacement mechanism includes a guide surface inclined in a tooth trace direction with respect to a radial direction of the auxiliary gear, and the guide surface is displaced in conjunction with the auxiliary gear or the auxiliary gear. An internal combustion engine provided with a variable compression ratio mechanism, wherein the internal combustion engine is a slider mechanism that displaces the auxiliary gear along the guide surface when the cylinder block is displaced by contact.

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