WO2014027497A1 - 可変圧縮比内燃機関の制御装置及び制御方法 - Google Patents
可変圧縮比内燃機関の制御装置及び制御方法 Download PDFInfo
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- WO2014027497A1 WO2014027497A1 PCT/JP2013/065347 JP2013065347W WO2014027497A1 WO 2014027497 A1 WO2014027497 A1 WO 2014027497A1 JP 2013065347 W JP2013065347 W JP 2013065347W WO 2014027497 A1 WO2014027497 A1 WO 2014027497A1
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- compression ratio
- speed reducer
- internal combustion
- control
- swing angle
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/10—Indicating devices; Other safety devices
- F01M11/12—Indicating devices; Other safety devices concerning lubricant level
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/06—Dip or splash lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
Definitions
- the present invention relates to control of a variable compression ratio internal combustion engine having a variable compression ratio mechanism.
- the present invention has been made in view of such circumstances, and even when the state in which the input shaft of the reduction gear is stopped without rotating in a state where the compression ratio is maintained becomes long, the lack of lubrication due to this is reduced. ⁇ It is intended to eliminate.
- a variable compression ratio internal combustion engine includes a variable compression ratio mechanism capable of changing the engine compression ratio of the internal combustion engine in accordance with the rotational position of the control shaft, an actuator for driving the control shaft, the actuator and the control shaft, A speed reducer that decelerates the rotational power of the actuator and transmits it to the control shaft, and a speed reducer housing case that houses the speed reducer.
- the input shaft of the speed reducer connected to the actuator side is arranged so that the axis center line thereof is along the horizontal direction, and at least a part thereof is set to be immersed in the lubricating oil stored in the speed reducer housing case. Yes.
- the input shaft of the speed reducer is swung at a predetermined swing angle in a predetermined operating state in which the engine compression ratio is constant.
- the swing angle is preferably equal to or greater than the angle at which the input shaft of the reduction gear is immersed in the lubricating oil in the case over the entire circumference, and the swing angle of the control shaft is such that the engine compression ratio does not substantially change. Is set.
- the input shaft of the speed reducer in a predetermined operating state in which the engine compression ratio is constant, is partially lubricated by swinging the input shaft of the speed reducer at a predetermined swing angle. Oscillates while immersed in oil, and along with the swinging motion of the input shaft, the lubricating oil is also supplied to the outer peripheral surface of the input shaft not immersed in the lubricating oil in the case.
- the lubrication performance of the shaft can be improved. Since it is not necessary to immerse all the input shafts of the speed reducer in the lubricating oil, the amount of lubricating oil stored in the case can be suppressed. For example, an oil pump capacity that supplies lubricating oil into the case Can be reduced.
- the reduction gear ratio of the reduction gear is set to be sufficiently large, the rotation of the output shaft of the reduction gear connected to the control shaft side even if the input shaft of the reduction gear is swung at a predetermined swing angle.
- the angle is small enough that the engine compression ratio does not fluctuate inadvertently.
- the block diagram which shows simply the control apparatus of the variable compression ratio internal combustion engine which concerns on one Example of this invention.
- Sectional drawing which shows the vicinity of the bearing part of the reduction gear of the said Example.
- the disassembled perspective view (a) and cross-sectional view (b) which show the reduction gear of the said Example.
- Explanatory drawing which shows the state in which a part of input shaft of the reduction gear of the said Example is immersed in the lubricating oil in a case.
- the flowchart which shows the flow of control of the said Example.
- a cylinder head 12 is fixed above a cylinder block 11 of the internal combustion engine, and an oil pan upper 13 constituting an upper part of the oil pan is fixed below the cylinder block 11. Below 13, an oil pan lower (not shown) constituting the lower part of the oil pan is fixed.
- a piston 14 is slidably fitted into each cylinder 11A in the cylinder block 11, and the piston 14 and the crank pin 16 of the crankshaft 15 are variably compressed using a multi-link piston-crank mechanism. They are connected by a ratio mechanism 20.
- a ratio mechanism 20 In FIG. 1, only the link center line of each link component constituting the variable compression ratio mechanism 20 is schematically illustrated for clarity.
- the variable compression ratio mechanism 20 includes a lower link 21 that is rotatably attached to the crankpin 16 of the crankshaft 15, an upper link 22 that connects the lower link 21 and the piston 14, a cylinder block 11, an oil pan upper 13, and the like.
- a control shaft 24 rotatably supported on the engine body side, a control eccentric shaft portion 25 eccentrically provided on the control shaft 24, and a control link 23 connecting the control eccentric shaft portion 25 and the lower link 21.
- the piston 14 and the upper end of the upper link 22 are connected to each other through a piston pin 26 so as to be relatively rotatable, and the lower end of the upper link 22 and the lower link 21 are connected to each other through a first connecting pin 27 so as to be relatively rotatable.
- the upper end of the link 23 and the lower link 21 are connected to each other via a second connecting pin 28 so as to be relatively rotatable, and the lower end of the control link 23 is rotatably attached to the control eccentric shaft portion 25.
- a variable compression ratio motor 30 (see FIG. 2) as an actuator is connected to the control shaft 24 via a reduction gear 44 described later, and the rotational position of the control shaft 24 is changed by the variable compression ratio motor 30.
- the actuator is not limited to the electric motor 30 and may be a hydraulic drive actuator.
- the cylinder head 12 of the internal combustion engine includes an intake valve 32 that opens and closes the intake port 31, an exhaust valve 34 that opens and closes the exhaust port 33, a fuel injection valve 35 that injects fuel toward the intake port 31, An ignition plug 37 for spark-igniting the air-fuel mixture in the combustion chamber 36 is provided.
- the intake passage 38 is provided with a throttle valve 39 for adjusting the intake air amount.
- the control unit 40 is a digital computer system having a function of storing and executing various engine controls, and based on signals from various sensors such as an oil temperature sensor 41, a fuel injection valve 35, a spark plug 37, a throttle valve. 39 and the like are controlled to control the fuel injection timing, the fuel injection amount, the ignition timing, the intake air amount (throttle opening), etc., and the variable compression ratio motor 30 is driven to control the engine operation state. To control the engine compression ratio.
- the control shaft 24 of the variable compression ratio mechanism 20 is rotatably accommodated in the engine body composed of the cylinder block 11, the oil pan upper 13, and the like.
- the speed reducer 44 and the variable compression ratio motor 30 are connected to the outer wall of the oil pan upper 13 that constitutes a part of the engine body, more specifically the side wall 13A on the intake side, via the speed reducer housing case 43 that houses the speed reducer 44. Is attached.
- the reduction gear housing case 43 is fixed to the oil pan upper 13, but may be fixed to the side wall of another engine body such as the cylinder block 11.
- the control shaft 24 and the output shaft 44B of the speed reducer 44 disposed in the speed reducer housing case 43 are connected by a lever 45.
- one end of the lever 45 and the tip end of the first arm 46 extending radially outward from the axial central portion of the control shaft 24 are coupled so as to be relatively rotatable, and the other end of the lever 45 and the output shaft
- a second arm 47 extending radially outward from the tip of 44B is connected to be rotatable relative to the second arm 47.
- a lever slit 48 through which the lever 45 is inserted is formed in the side wall 13A on the intake side of the oil pan upper 13 to which the reduction gear housing case 43 is fixed.
- the structure of the speed reducer 44 uses a wave gear device, and its structure is known as described in Japanese Patent Application Laid-Open No. 2009-41519.
- 51 a cup-shaped flexible external gear 52 disposed concentrically on the inner side of the internal gear 51, and a wave generator 53 whose outer ring member 54 has an elliptical outline.
- the flexible external gear 52 includes a cylindrical body portion 55, a diaphragm 56 that seals one end thereof, a boss 57 that is integrally formed with the central portion of the diaphragm 56, and an opening 58 side of the body portion 55.
- External teeth 59 formed on the outer peripheral surface and meshing with the internal teeth of the internal gear 51 are provided.
- the body 55 of the flexible external gear 52 is cylindrical before the wave generator 53 is inserted, but when the wave generator 53 is inserted, the portion on the opening 58 side is bent into an elliptical shape. As shown in FIG. 3B, the major axis direction of the ellipse is bent outward and the minor axis direction is bent inward. Then, the flexible external gear 52 and the internal gear 51 are engaged with each other only at two locations in the long axis direction facing each other across the center of the wave generator 53.
- the outer periphery of the wave generator 53 is covered with a ring-shaped outer ring member 54, and the outer ring member 54 and the flexible external gear 52 do not slide in the rotation direction, and follow the elliptic profile of the wave generator 53.
- the flexible external gear 52 is elastically deformed in the radial direction.
- the wave generator 53 is fixed so that the shaft center portion thereof rotates integrally with the output shaft 30 ⁇ / b> A of the motor 30 via the hub 60 and the bolt 61, and the wave generator 53 is input to the speed reducer 44. It constitutes an axis.
- the output shaft 44B of the speed reducer is connected to the control shaft 24 via the lever 45 as described above, and is connected to the flexible external gear 52 so as to rotate integrally with the flexible external gear 52. It is fixed to the boss 57 and is rotatably supported by the bearing portion 62 of the reducer storage case 43.
- the number of teeth of the flexible external gear 52 and the number of teeth of the internal gear 51 are different (for example, only two). Accordingly, as the wave generator 53 as the speed reducer input shaft rotates, the flexible external gear 52 rotates by an amount corresponding to a different number of teeth. For example, a large reduction ratio of about several hundreds can be obtained. it can.
- the speed reducer 44 operates as a speed reduction mechanism when the control shaft 24 is rotationally driven from the motor 30, and conversely operates as a speed increase mechanism when the motor 30 is rotated by torque from the control shaft 24. .
- the speed reducer 44 is not limited to the one using the wave gear device as in the present embodiment, and other types of rotational speed reducers can be used.
- Lubricating oil 63 is supplied from the inside of the main body, and a predetermined amount of lubricating oil 63 is set to be stored in the reducer housing case 43 during engine operation.
- the oil level height ⁇ H of the lubricating oil 63 stored in the speed reducer housing case 43 during engine operation can be set as appropriate according to the specifications.
- the higher the oil level height ⁇ H the better the lubrication performance.
- the oil agitation resistance may increase, which may lead to a reduction in fuel consumption. Therefore, in this embodiment, the oil level height ⁇ H of the lubricating oil 63 stored in the reduction gear housing case 43 during engine operation is smaller than a part of the wave generator 53 that is the reduction gear input shaft, that is, the lower half. It is set to the extent that the area is immersed.
- the input shaft (wave generator 53) and the output shaft 44B of the speed reducer 44 are arranged so that the axis center line thereof is along the horizontal direction, and at least a part of the lubrication is stored in the speed reducer housing case 43. It is set to soak in oil. Therefore, when the engine compression ratio is changed, the input shaft (wave generator 53) and the output shaft 44B of the speed reducer 44 are rotated so that the entire circumference of the speed reducer 44 is immersed in the lubricating oil 63 stored in the speed reducer housing case 43. Thus, even if the oil level height ⁇ H is low as described above, the desired lubricity can be ensured.
- the input shaft (wave generator 53) of the speed reducer 44 is set at a predetermined swing angle in order to improve the lubrication performance when the engine compression ratio is kept constant. It is rocked by ⁇ .
- FIG. 5 is a flowchart showing the control flow of this embodiment.
- step S11 it is determined whether or not the engine compression ratio is in a predetermined compression ratio maintaining operation state. For example, in this embodiment, it is determined whether the target compression ratio is within a predetermined range (substantially constant) for a predetermined time.
- the target compression ratio is set according to the engine load and the engine speed, and is set to the high compression ratio side to improve fuel economy on the low rotation and low load side, and low compression to avoid knocking on the high rotation and high load side. Set to the ratio side.
- step S11 if it is determined that the compression ratio is not maintained, the routine is terminated. If it is determined that the compression ratio is maintained, the process proceeds to step S12 and subsequent steps.
- step S12 the swing angle and swing speed of the input shaft of the speed reducer 44 are determined based on the engine operating state. Specific setting of the swing angle and swing speed will be described later.
- step S13 the motor 30 is driven and controlled so that the input shaft of the speed reducer 44 swings at the swing angle and swing speed set in step S12.
- step S14 at least one correction control of the ignition timing, the fuel injection amount, and the intake air amount is performed so as to suppress the torque fluctuation of the engine accompanying the swinging operation of the input shaft of the speed reducer 44. It should be noted that the above correction control may not be performed when the torque fluctuation of the engine accompanying the swinging motion of the input shaft of the speed reducer 44 does not become a problem.
- the wave generator 53 as an input shaft of the speed reducer 44 is disposed substantially parallel to the horizontal direction so that the axis center line thereof is along the horizontal direction, and at least a part of the speed reducer during engine operation. It is set so as to be immersed in the lubricating oil stored in the housing case 43.
- the input shaft of the speed reducer 44 is swung at a predetermined swing angle when the engine compression ratio is kept at a predetermined compression ratio maintaining operation state.
- the input shaft of the speed reducer 44 is not immersed in the portion of the input shaft of the speed reducer 44 that is higher than the oil level height ⁇ H.
- the portion is also immersed in the lubricating oil 63 sequentially, and the lubricating performance of the reduction gear input shaft can be improved while the amount of oil is small. Further, since it is not necessary to immerse all of the input shafts of the speed reducer 44 in the lubricating oil, the amount of lubricating oil stored in the case 43 (oil level height ⁇ H) can be suppressed.
- the capacity of the oil pump that supplies the lubricating oil into the case can be reduced, the stirring resistance of the lubricating oil can be suppressed, and the energy consumption can be suppressed.
- the reduction ratio of the speed reducer 44 is set to be sufficiently large, even if the input shaft of the speed reducer 44 is swung at a predetermined swing angle, the speed of the speed reducer 44 connected to the control shaft side is reduced. The rotation angle of the output shaft 44B becomes extremely small, and inadvertent fluctuations in the engine compression ratio can be suppressed and avoided.
- the swing angle is set to be equal to or greater than the angle at which the entire circumference of the input shaft of the speed reducer 44 is immersed in the lubricant stored in the speed reducer housing case 43. For this reason, during the swinging operation, the input shaft of the speed reducer 44 is immersed in the lubricating oil over the entire circumference, so that the portion that is not supplied with the lubricating oil is eliminated and the lubricating oil is supplied evenly over the entire circumference, thereby providing lubrication. The performance can be improved.
- the oil amount of the lubricating oil in the speed reducer housing case 43 is detected by the oil amount sensor 41A (oil amount acquisition means), or the oil amount is estimated based on the engine operating state, and according to this oil amount Adjust the swing angle. Specifically, when the oil amount decreases, the oil level height ⁇ H also decreases, so increasing the rocking angle can ensure lubrication performance. Conversely, when the oil amount increases, the rocking angle By reducing, excessive rocking motion can be suppressed and energy consumption can be reduced.
- the load of the speed reducer 44 is detected or estimated (speed reducer load acquisition means), and the swing angle is adjusted according to the load of the speed reducer 44. Specifically, the higher the load on the speed reducer 44, the more severe the lubrication state. Therefore, the desired lubrication performance is ensured by increasing the rocking angle and more actively supplying the lubricating oil. be able to.
- the reduction gear is continuously operated in a predetermined operating state where the engine compression ratio is constant, the wear of the bearing portion and the like is promoted, and there is a risk that durability and life will be reduced. is there. Therefore, preferably, in a predetermined operating state in which the engine compression ratio is constant, the reduction gear is repeatedly oscillated and stopped at a predetermined cycle, that is, the oscillating operation is periodically performed at a predetermined cycle.
- the oscillation cycle is shortened so as to suppress the occurrence of uneven wear.
- control unit 40 increases the swing speed as the load on the speed reducer increases. Thereby, it is possible to suppress / prevent the occurrence of uneven wear when a load acts on a specific part.
- the engine compression ratio may inadvertently fluctuate and the engine torque may vary. Corrects at least one of the ignition timing, the fuel injection amount, and the intake air amount so as to suppress the fluctuation of the engine torque based on the change in the engine compression ratio accompanying the swinging operation. As a result, fluctuations in engine torque can be more reliably suppressed and drivability can be improved.
- the speed ratio of the continuously variable transmission is controlled so as to suppress fluctuations in the vehicle output torque based on the change in the engine compression ratio accompanying the swinging motion. Correct. Thereby, the fluctuation
- the speed reducer input shaft may be swung only during idle operation in which torque fluctuation can be ignored.
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- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
Claims (13)
- 制御軸の回転位置に応じて内燃機関の機関圧縮比を変更可能な可変圧縮比機構と、
上記制御軸を駆動するアクチュエータと、
上記アクチュエータと制御軸との間に介装され、上記アクチュエータの回転動力を減速して制御軸へ伝達する減速機と、
上記減速機を収容する減速機収容ケースと、を備え、
上記アクチュエータ側に接続する減速機の入力軸は、その軸中心線が水平方向に沿うように配置されるとともに、少なくとも一部が減速機収容ケース内に貯留する潤滑油に浸かるように設定されており、
かつ、機関圧縮比を一定とする所定の運転状態のときに、上記減速機の入力軸を、所定の揺動角度で揺動させる入力軸揺動手段を有する可変圧縮比内燃機関の制御装置。 - 上記揺動角度は、上記減速機の入力軸の全周が、上記減速機収容ケース内に貯留する潤滑油に浸かる角度以上に設定されている請求項1に記載の可変圧縮比内燃機関の制御装置。
- 機関運転状態に応じて、上記入力軸揺動手段による上記揺動角度を制御する揺動角度制御手段を有する請求項1又は2に記載の可変圧縮比内燃機関の制御装置。
- 上記減速機収容ケース内の潤滑油の油量を検出又は推定する油量取得手段を有し、
上記揺動角度制御手段は、上記油量の減少時には、上記揺動角度を増大する請求項3に記載の可変圧縮比内燃機関の制御装置。 - 上記減速機の負荷を検出又は推定する減速機負荷取得手段を有し、
上記揺動角度制御手段は、上記減速機の負荷が高くなるほど、上記揺動角度を増大する請求項3又は4に記載の可変圧縮比内燃機関の制御装置。 - 上記アクチュエータがモータであり、
上記揺動角度制御手段は、上記モータの温度が所定温度を超える場合に、上記揺動角度を減少する請求項3~5のいずれかに記載の可変圧縮比内燃機関の制御装置。 - 潤滑油の油温を検出する油温検出手段を備え、
上記揺動角度制御手段は、上記油温が所定温度を超える場合に、上記揺動角度を増大する請求項3~6のいずれかに記載の可変圧縮比内燃機関の制御装置。 - 上記揺動角度制御手段は、上記機関圧縮比が低くなるほど、上記揺動角度を増大する請求項3~7のいずれかに記載の可変圧縮比内燃機関の制御装置。
- 上記揺動角度制御手段は、油圧が所定圧以下の場合には、上記揺動角度を増大する請求項3~8のいずれかに記載の可変圧縮比内燃機関の制御装置。
- 上記入力軸揺動手段は、上記機関圧縮比を一定とする所定の運転状態のときに、所定周期で上記減速機の揺動と停止とを繰り返す請求項1~9のいずれかに記載の可変圧縮比内燃機関の制御装置。
- 上記入力軸揺動手段は、上記機関圧縮比を一定とする所定の運転状態のときに、上記減速機を所定速度以下で揺動させる請求項1~10のいずれかに記載の可変圧縮比内燃機関の制御装置。
- 上記入力軸揺動手段による揺動動作時に、上記可変圧縮比機構による機関圧縮比の設定に基づいて、点火時期,燃料噴射量及び吸入空気量の少なくとも一つを補正することで、エンジントルクの変動を抑制する請求項1~11のいずれかに記載の可変圧縮比内燃機関の制御装置。
- 制御軸の回転位置に応じて内燃機関の機関圧縮比を変更可能な可変圧縮比機構と、
上記制御軸を駆動するアクチュエータと、
上記アクチュエータと制御軸との間に介装され、上記アクチュエータの回転動力を減速して制御軸へ伝達する減速機と、
上記減速機を収容する減速機収容ケースと、を備える可変圧縮比内燃機関の制御方法において、
上記アクチュエータ側に接続する減速機の入力軸は、その軸中心線が水平方向に沿うように配置されるとともに、少なくとも一部が減速機収容ケース内に貯留する潤滑油に浸かるように設定されており、
かつ、機関圧縮比を一定とする所定の運転状態のときに、上記減速機の入力軸を、所定の揺動角度で揺動させる可変圧縮比内燃機関の制御方法。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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JP2014530487A JP5720857B2 (ja) | 2012-08-13 | 2013-06-03 | 可変圧縮比内燃機関の制御装置及び制御方法 |
EP13879443.3A EP2884077B1 (en) | 2012-08-13 | 2013-06-03 | Control device and control method for variable compression ratio internal combustion engines |
US14/421,241 US9476366B2 (en) | 2012-08-13 | 2013-06-03 | Control device and control method for variable compression ratio internal combustion engines |
CN201380041608.2A CN104520557B (zh) | 2012-08-13 | 2013-06-03 | 可变压缩比内燃机的控制装置及控制方法 |
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EP2884077B1 (en) | 2017-02-01 |
JPWO2014027497A1 (ja) | 2016-07-25 |
CN104520557A (zh) | 2015-04-15 |
CN104520557B (zh) | 2016-04-20 |
US9476366B2 (en) | 2016-10-25 |
JP5720857B2 (ja) | 2015-05-20 |
EP2884077A4 (en) | 2015-08-19 |
EP2884077A1 (en) | 2015-06-17 |
US20150204251A1 (en) | 2015-07-23 |
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