WO2016043174A1

WO2016043174A1 - Variable compression control system

Info

Publication number: WO2016043174A1
Application number: PCT/JP2015/076098
Authority: WO
Inventors: 謙司菊池
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2014-09-17
Filing date: 2015-09-15
Publication date: 2016-03-24
Also published as: JP2016061186A

Abstract

　The present invention is intended to facilitate installation of a variable compression control system in a vehicle and reduce the cost of said system. A variable compression control system 1 is provided with: an actuator unit 5 accommodated in a first area 41 within a housing 4 attached to an engine block having a control shaft for varying the compression ratio of an internal combustion engine, said actuator unit 5 allowing the rotation position of the control shaft to be varied; and a control unit 6 housed within a second area 42 separated from the first area 41 within the housing 4 by a partition wall 43, said control unit 6 controlling actuating of the actuator unit 5.

Description

Variable compression control system

The present invention relates to the structure of a variable compression control system that can change the compression ratio of an engine.

A conventional variable compression control system includes an actuator having a motor that changes the rotational position of a control shaft that changes the compression ratio of the internal combustion engine, and a controller that controls the motor (Patent Documents 1 and 2). The actuator and the controller are mounted in the engine room in a state of being separated from each other.

JP 2013-241846 A JP2013-253512A

In recent years, the number of controllers to be mounted in the engine room has been increasing along with the electrification of electric motors, and it has become difficult to secure the mounting locations of controllers for new systems.

The actuator is placed at the bottom of the engine, but this part may be submerged, so the controller cannot be mounted near the actuator. In addition, the number of harnesses has increased due to an increase in controllers, which has become a cause of complicated wiring in the engine room.

Furthermore, since it is necessary for the controller to ensure the heat dissipation of the heat generating parts used in the inverter section etc., the miniaturization is hindered and the material cost and processing cost increase. Further, the harness connecting the controller and the actuator is also a factor that increases the cost of the harness and its processing according to the number of motor wires and signal wires.

In view of the above circumstances, an object of the present invention is to improve the mountability of a variable compression control system on a vehicle and reduce the cost.

Therefore, the variable compression control system of the present invention includes an actuator unit that is stored in a first region in a housing attached to an engine block having a control shaft that varies the compression ratio of the internal combustion engine and varies the rotational position of the control shaft. And a controller unit stored in a second region isolated from the first region via a partition wall in the housing to control the operation of the actuator unit.

Further, the variable compression control system of the present invention is an actuator unit that is housed in a first housing that is mounted immediately below an engine block having a control shaft that varies the compression ratio of the internal combustion engine, and that varies the rotational position of the control shaft. And a controller unit that is stored in a second casing connected to the casing through a gap below the first casing and controls the operation of the actuator unit.

According to the above invention, since the actuator part and the controller part are integrally provided in the vicinity of the engine block, the electrical connection between these functional parts can be performed in the shortest and easy manner. Further, in this aspect, since the refrigerant can be introduced from the existing cooling means, there is no need to separately add a cooling means to the controller unit.

Therefore, according to the present invention described above, the variable compression control system can be mounted on a vehicle, and the size and cost can be reduced.

1 is a perspective view of a variable compression control system as a first embodiment of the present invention. The schematic plan view of the housing | casing provided with the actuator part and controller part of the same system. The perspective view of the housing | casing of the embodiment. The schematic plan view which showed the other aspect of the housing | casing provided with the actuator part and controller part of the embodiment. The schematic longitudinal cross-sectional view of the variable compression control system as 2nd embodiment of this invention.

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

(Embodiment 1)
The variable compression control system 1 of the present embodiment shown in FIGS. 1 and 2 is housed in a casing 4 attached to an engine block 3 having a control shaft 2 that varies the compression ratio of the internal combustion engine, and is stored in the control shaft 2. An actuator unit 5 that varies the rotational position, and a controller unit 6 that is housed in the housing 4 through a partition wall 43 so as to be isolated from the actuator unit 5 and controls the operation of the actuator unit 5 are provided.

As shown in FIG. 2, the actuator unit 5 includes a compression ratio control shaft 53, a shaft absolute angle detection sensor 54, a speed reducer 55, a motor relative angle detection sensor 56, and a motor 57 via

output shafts

51 and 52. Are provided on the same axis.

The controller unit 6 includes an inverter unit 61 that drives the motor 57, and a control unit 62 that controls the operation of the inverter unit 61 and the actuator unit 5.

The control shaft 2 is rotatably supported inside the engine block 3 as shown in FIG. The control shaft 2 is connected to a compression ratio control shaft 53 at the end of the output shaft 52 of the speed reducer 55 in the actuator unit 5 shown in FIG.

Then, by changing the rotational position (angle) of the control shaft 2 by the operation of the compression ratio control shaft 53 by the motor 57, the piston stroke characteristics including the piston top dead center position and the piston bottom dead center position are changed. Thus, the compression ratio of the internal combustion engine can be adjusted. Therefore, by driving and controlling the motor 57 by the controller unit 6, the compression ratio of the internal combustion engine can be controlled according to the engine operating state.

The reduction gear 55 decelerates the rotation of the output shaft 51 of the motor 57 and transmits it to the output shaft 52. As the speed reducer 55, a known type of speed reducer exemplified by a harmonic drive (registered trademark) mechanism, a cyclo speed reducer or the like is applied.

The output shaft 52 of the speed reducer 55 and the output shaft 51 of the motor 57 are rotatably accommodated in the first region 41 of the housing 4 and extend in a direction parallel to the control shaft 2. The control shaft 2 and the output shaft 52 are mechanically connected by a lever 7 penetrating the side wall of the engine block 3, and the control shaft 2 rotates in conjunction with the output shaft 52. A slit (not shown) through which the lever 7 is inserted is formed through the side wall of the engine block 3, and the housing 4 is placed on the side wall of the engine block 3 so as to close the slit.

As shown in FIG. 1, one end of the lever 7 is connected to the tip of the arm portion 21 extending radially outward from the center of the control shaft 2 via a connection pin (not shown) so as to be relatively rotatable. . On the other hand, the other end of the lever 7 is connected to the end of the compression ratio control shaft 53 extending radially outward from the center of the output shaft 52 and a connection pin (not shown) in the housing 4 shown in FIG. And are connected so as to be relatively rotatable.

When the control shaft 2 is rotated by such a link structure, the engine compression ratio changes and the postures of the arm portion 21, the lever 7, and the compression ratio control shaft 53 change, so that the motor 57 changes to the control shaft 2. The reduction ratio of the rotational power transmission path will also change.

As shown in FIG. 3, the housing 4 is made of a metal material having the same quality as that of the engine block 3, for example, and is formed into a rectangular box-shaped housing by die casting. A rectangular first area 41 and a second area 42 are partitioned in the housing 4 via a partition wall 43. Fasteners for fixing the casing 4 to the side wall of the engine block 3 are mounted on the edge in the width direction of the end of the casing 4 having the openings of the first region 41 and the second region 42. A mounting portion 47 is provided.

Further, a refrigerant flow passage 44 is formed in the wall portion of the housing 4. Although the flow passage 44 illustrated in FIG. 2 is formed in the thick wall portion of the housing 4, the flow passage 44 may be formed so as to surround the first region 41 and the second region 42. As the refrigerant, for example, existing cooling water used in an engine room or air introduced from a radiator fan is used.

Furthermore, an inlet 45 of a harness 8 connected to the actuator unit 5 and the controller unit 6 is formed on the wall of the housing 4. As the harness 8, for example, a power harness that supplies power to the actuator unit 5 and the controller unit 6, a signal harness that transmits and receives control signals, and communication between the controller unit 6 and the main controller of the vehicle and other controllers. A network communication harness such as a CAN to be performed, a start signal harness of the controller unit 6 and the like can be mentioned. The partition wall 43 is formed with an insertion port 46 for the bus bar 9 that electrically connects the actuator unit 5 and the controller unit 6.

As described above, the variable compression control system 1 of the present embodiment includes the first region 41 in which the actuator unit 5 is stored and the second region in which the controller unit 6 is stored in the housing 4 attached to the engine block 3. A region 42 is partitioned. Thus, the electrical connection between the actuator unit 5 and the controller unit 6 can be performed in the shortest and easy manner. Therefore, the mountability of the variable compression control system 1 in the engine room is improved. Furthermore, it is possible to reduce the number of harnesses that connect the actuator unit 5 and the controller unit 6 in the engine room.

Particularly, since the housing 4 is directly attached to the engine block 3, heat dissipation using the cooling function of the engine is ensured. Therefore, it is not necessary to newly attach a cooling means to the controller unit 6, so that the system can be downsized.

Further, since the refrigerant flow passage 44 is formed inside the wall of the housing 4, the heat dissipation of the actuator unit 5 and the controller unit 6 is further improved. Furthermore, since the inlet port 45 of the harness 8 is formed in the wall portion of the housing 4, the breathability of the controller unit 6 is ensured via the harness 8, so that the heat dissipation effect in the controller unit 6 is enhanced. Similarly, in the partition wall 43 that divides the first region 41 and the second region 42, the insertion port 46 of the bus bar 9 that electrically connects the actuator unit 5 and the controller unit 6 is formed. Since the breathability of the actuator unit 5 is ensured through the heat dissipation effect in the actuator unit 5 is enhanced.

Further, since the casing 4 is made of a metal material like the engine block 3, the body ground is secured by the casing 4 main body and the engine block 3, and the controller unit 6 allows the controller section 6 to be connected to other parts by the shielding effect. Unwanted radiation noise that affects electrical equipment is reduced. In addition, if the housing | casing 4 is shape | molded integrally with the engine block 3, the housing | casing 4 will become a part of engine block 3, and the protection from a water immersion and a rock jump is also possible.

The first area 41 and the second area 42 are secured in the housing 4, so that the number of parts is reduced as compared with the case where the actuator unit 5 and the controller unit 6 are separated from each other in the engine room. . Further, the conventional seal structure for connecting the actuator unit 5 and the controller unit 6 is not required. Further, even when a liquid such as engine oil flows into the actuator unit 5 from the engine block 3 side, the liquid is prevented from flowing into the controller unit 6 side, so that the function of the controller unit 6 is maintained. The

In addition, since the actuator unit 5 and the controller unit 6 are built in the housing 4, it is not necessary to consider the layout of the controller unit 6 in the engine room, and the manufacturing cost can be reduced.

As illustrated in FIG. 4, in the first region 41, the partition wall 48 that separates the compression ratio control shaft 53 (and the shaft absolute angle detection sensor 54) that is an element of the actuator unit 5 from the speed reducer 55. May be further provided. According to this aspect, even when a liquid such as engine oil flows into the housing 4 from the engine block 3 side and further shifts to the speed reducer 55 side, the inflow of the fluid is blocked by the partition wall 48. Therefore, the functions of the reduction gear 55 and the motor 57 can be maintained.

(Embodiment 2)
The variable compression control system 10 of the present embodiment shown in FIG. 5 improves the cooling effect of the

functional units

5 and 6 by disposing the controller unit 6 near the lower part of the actuator unit 5 via a gap S. .

The actuator unit 5 is housed in a first housing 4 that is attached immediately below the engine block 3 in the vicinity of a radiator fan (air cooling type cooling means) (not shown) in the engine room.

In the first region 41 in the housing 4, a compression ratio control shaft 53, a shaft absolute angle detection sensor 54, and a speed reducer 55, which are elements of the actuator unit 5, an output shaft 51 of the motor 57 and a speed reducer 55. It is arranged coaxially with the output shaft 52. In the second region 42, a motor relative angle detection sensor 56 and a motor 57, which are elements of the actuator unit 5, are arranged coaxially with the output shaft 51 of the motor 57.

The controller unit 6 is stored in a second casing 11 connected via a gap S near the lower portion of the casing 4. The controller unit 6 supplies electric power and control signals to the actuator unit 5, while receiving sensor signals from the shaft absolute angle detection sensor 54 and the motor relative angle detection sensor 56 of the actuator unit 5, and a control signal based on this signal Is provided.

The

casings

4 and 11 are connected via a gap S by a plurality of connecting portions 13. A bus bar 14 for electrically connecting the element of the actuator unit 5 and the control board 12 is inserted into each connecting portion 13.

In the variable compression control system 10 of the present embodiment as described above, the actuator unit 5 and the controller unit 6 are disposed in the vicinity of each other immediately below the engine block 3, and are the same as the variable compression control system 10 of the first embodiment. Since the effect is obtained, the description of the specific effect is omitted.

In particular, in the present embodiment, the housing 11 of the controller unit 6 is connected to the housing 4 via the gap S below the housing 4 of the actuator unit 5, so that natural convection and a radiator fan in the engine room Air flow can be secured. Therefore, in addition to the effect of the first embodiment, the cooling effect of the actuator unit 5 and the controller unit 6 is further improved.

Claims

An actuator unit that is stored in a first region in a housing attached to an engine block having a control shaft that varies a compression ratio of the internal combustion engine and varies a rotational position of the control shaft;
A variable compression control system comprising: a controller unit that is stored in a second region isolated from the first region via a partition wall in the housing and controls the operation of the actuator unit.
The variable compression control system according to claim 1, wherein a flow path for the refrigerant is formed inside the wall of the casing.
The variable compression control system according to claim 1, wherein an inlet for a power harness and a communication harness is formed in a wall portion of the housing.
The partition which divides said 1st area | region and said 2nd area | region WHEREIN: The insertion hole of the conductor which electrically connects the said actuator part and the said controller part was formed in any one of Claim 1 to 3 The variable compression control system described.
The variable compression control system according to claim 4, wherein the first region is provided with a partition that separates a compression ratio control shaft that is an element of the actuator unit and a speed reducer.
An actuator unit that is housed in a first housing that is mounted directly below an engine block having a control shaft that varies the compression ratio of the internal combustion engine, and that varies the rotational position of the control shaft;
A variable compression control system comprising: a controller unit that is stored in a second casing connected to the casing through a gap near the lower side of the first casing and controls the operation of the actuator unit.
The variable compression control system according to claim 6, wherein the second casing is disposed in the vicinity of an air-cooling type cooling unit.