WO2020044768A1 - Système à taux de compression variable pour moteur à combustion interne et son dispositif de commande - Google Patents

Système à taux de compression variable pour moteur à combustion interne et son dispositif de commande Download PDF

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Publication number
WO2020044768A1
WO2020044768A1 PCT/JP2019/025726 JP2019025726W WO2020044768A1 WO 2020044768 A1 WO2020044768 A1 WO 2020044768A1 JP 2019025726 W JP2019025726 W JP 2019025726W WO 2020044768 A1 WO2020044768 A1 WO 2020044768A1
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Prior art keywords
compression ratio
internal combustion
combustion engine
dead center
mechanical compression
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PCT/JP2019/025726
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English (en)
Japanese (ja)
Inventor
中村　信
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日立オートモティブシステムズ株式会社
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a variable compression ratio system for an internal combustion engine having a variable compression ratio mechanism capable of changing a mechanical compression ratio by changing a piston stroke position, and a control device therefor.
  • variable compression ratio mechanism that variably controls a geometric compression ratio and / or expansion ratio of the internal combustion engine, that is, a mechanical compression ratio and / or a mechanical expansion ratio, and an actual compression ratio (effective compression ratio). It has been proposed to improve the operating performance of an internal combustion engine by a combination with a variable valve mechanism that variably controls the valve timing (opening / closing timing) of an intake valve, which controls the intake valve.
  • variable compression ratio mechanism for example, a mechanism described in JP-A-2002-276446 (Patent Document 1) is known.
  • the variable compression ratio mechanism described in Patent Literature 1 changes a piston stroke position using an electric motor, and raises or lowers the position of a piston at a piston top dead center (TDC). Controls the compression ratio.
  • compression stroke cylinders the standard stop positions of the pistons of the cylinders that are generally in the compression stroke
  • intake bottom dead center compression stroke
  • bottom dead center the following description will be made as the intake bottom dead center
  • An object of the present invention is to provide a variable compression ratio system for an internal combustion engine that suppresses a variation in compression pressure based on a variation in a piston stop position of a compression stroke cylinder when the internal combustion engine is restarted after the internal combustion engine is restarted, and It is to provide the control device.
  • a feature of the present invention is to provide at least a variable compression ratio mechanism capable of changing a mechanical compression ratio of an internal combustion engine, and control means for controlling the variable compression ratio mechanism.
  • the target mechanical compression ratio is calculated based on the piston stop position of the cylinder in the compression stroke, and the mechanical compression ratio of the internal combustion engine is changed by the variable compression ratio mechanism based on the target mechanical compression ratio.
  • the compression pressure of the compression stroke cylinder is appropriately corrected to start the internal combustion engine.
  • the starting performance of the internal combustion engine can be improved.
  • FIG. 1 is an overall schematic diagram of a variable compression ratio system for an internal combustion engine to which the present invention is applied.
  • FIG. 2 is a configuration diagram showing a configuration of a variable compression ratio mechanism used in the present invention, and showing a state where the mechanical compression ratio is controlled to be low.
  • FIG. 2 is a configuration diagram showing a configuration of a variable compression ratio mechanism used in the present invention, and showing a state where a high mechanical compression ratio is controlled.
  • FIG. 3 is an explanatory diagram illustrating a variation in a stop position of a piston when the internal combustion engine is stopped.
  • FIG. 4 is an explanatory diagram for correcting a mechanical compression ratio based on a stop position of the piston shown in FIG. 3 according to the first embodiment of the present invention.
  • FIG. 1 is an overall schematic diagram of a variable compression ratio system for an internal combustion engine to which the present invention is applied.
  • FIG. 2 is a configuration diagram showing a configuration of a variable compression ratio mechanism used in the present invention, and showing a state where the
  • FIG. 5 is a characteristic diagram illustrating a relationship between a stop position of the piston illustrated in FIG. 4 and a mechanical compression ratio.
  • FIG. 7 is an explanatory diagram illustrating a variation in a stop position of a piston when the internal combustion engine stops according to the second embodiment of the present invention.
  • FIG. 7 is a characteristic diagram illustrating a relationship between a stop position of the piston illustrated in FIG. 6 and a mechanical compression ratio.
  • 9 is a flowchart illustrating a control flow for correcting a mechanical compression ratio based on a stop position of a piston when an internal combustion engine stops according to a third embodiment of the present invention.
  • 10 is a flowchart illustrating a control flow for correcting a mechanical compression ratio based on a stop position of a piston when the internal combustion engine is started, according to a fourth embodiment of the present invention.
  • FIG. 1 shows the overall configuration of a variable compression ratio system for an internal combustion engine to which the present invention is applied.
  • a piston 01 provided slidably up and down by a combustion pressure or the like in a cylinder bore formed in a cylinder block SB, and a cylinder
  • An intake port IP and an exhaust port EP respectively formed inside the head SH, and a pair of intake valves per cylinder each slidably provided in the cylinder head SH for opening and closing the open ends of the intake and exhaust ports IP and EP. 4 and an exhaust valve 5.
  • the piston 01 is connected to the crankshaft 02 via a connecting rod 03 including a lower link 42 and an upper link 43, which will be described later, and forms a combustion chamber 04 between the crown surface and the lower surface of the cylinder head SH.
  • An ignition plug 05 is provided substantially at the center of the cylinder head SH.
  • the intake port IP is connected to an air cleaner (not shown), and the intake air is supplied through an electronically controlled throttle valve 72.
  • the electronically controlled throttle valve 72 is controlled by the controller 22, and its opening is basically controlled according to the amount of depression of the accelerator pedal.
  • the exhaust port EP discharges exhaust gas from the tail pipe to the atmosphere via the exhaust gas purification catalyst 74.
  • the internal combustion engine includes an intake-side variable valve mechanism for controlling the valve opening characteristics of the intake valve 4 and the exhaust valve 5, an exhaust-side variable valve mechanism, and a variable for controlling the piston position characteristic. And a compression ratio mechanism.
  • an intake-side variable valve mechanism (hereinafter, referred to as an intake-side VTC mechanism) 1A that is a “phase angle variable mechanism” that controls the center phase angle of the valve lift of the intake valve 4 is provided.
  • an exhaust-side variable valve mechanism (hereinafter, referred to as an exhaust-side VTC mechanism) 1B that is a “phase angle variable mechanism” that controls the central phase angle of a valve lift of the exhaust valve 5 is provided.
  • VCR mechanism 3 which is a “piston stroke position variable mechanism” for controlling the mechanical compression ratio ⁇ C and the mechanical expansion ratio ⁇ E in the cylinder.
  • VCR mechanism 3 the mechanical compression ratio ⁇ C and the mechanical expansion ratio ⁇ E are both set to the same value.
  • the intake-side VTC mechanism 1A and the exhaust-side VTC mechanism 1B include hydraulic actuators 2A and 2B for phase control, and are configured to control the opening and closing timing of the intake valve 4 and the exhaust valve 5 by hydraulic pressure.
  • the hydraulic pressure supply to the phase control hydraulic actuators 2A and 2B is controlled by a hydraulic control unit (not shown) based on a control signal from the controller 22.
  • a hydraulic control unit not shown
  • the center phase ⁇ of the lift characteristic is controlled to the retard side or the advance side.
  • the intake-side VTC mechanism 1A and the exhaust-side VTC mechanism 1B are not limited to the hydraulic type, and various configurations such as those using an electric motor or an electromagnetic actuator are possible.
  • the current engine state is detected from an opening sensor, a vehicle speed sensor, a gear position sensor, an engine cooling water temperature sensor 31 for detecting the temperature of the engine body, and various information signals such as humidity in an intake pipe from an atmospheric humidity sensor. Then, the controller 22 outputs an intake VTC control signal to at least the intake side VTC mechanism 1A and outputs an exhaust VTC control signal to the exhaust side VTC mechanism 1B.
  • FIG. 2A shows the piston position at the top dead center (TDC) at the minimum mechanical compression ratio
  • FIG. 2B shows the piston position at the top dead center (TDC) at the maximum mechanical compression ratio
  • the piston position of the exhaust top dead center (TDC) is the compression top dead center shown in FIGS. 2A and 2B for both the minimum mechanical compression ratio and the maximum mechanical compression ratio. (TDC) respectively.
  • FIG. 2A shows a piston position at a compression top dead center (TDC) at a minimum mechanical compression ratio in a high load region
  • FIG. 2B shows a compression top dead center (TDC) at a maximum mechanical compression ratio in a low load region.
  • TDC compression top dead center
  • the VCR mechanism 3 is a mechanism in which one cycle is performed at a crank angle of 360 °
  • the piston position at the compression top dead center (TDC) and the piston position at the exhaust top dead center (TDC) match in principle. I have.
  • the piston position at the intake bottom dead center (BDC) and the piston position at the expansion bottom dead center (BDC) also match.
  • the VCR mechanism 3 has the same configuration as that described in Patent Document 1 described above as the prior art.
  • the crankshaft 02 includes a plurality of journal portions 40 and a crankpin portion 41, and the journal portion 40 is rotatably supported by the main bearing of the cylinder block SB.
  • the crank pin portion 41 is eccentric by a predetermined amount from the journal portion 40, and a lower link 42 serving as a second link is rotatably connected thereto.
  • the lower link 42 is configured to be dividable into two members on the left and right sides, and the crankpin portion 41 is fitted in a substantially central connecting hole.
  • the upper link 43 serving as the first link has a lower end rotatably connected to one end of the lower link 42 by a connecting pin 44, and an upper end rotatably connected to the piston 01 by a piston pin 45.
  • the control link 46 serving as the third link has a top end rotatably connected to the other end of the lower link 42 by a connection pin 47, and a bottom end connected to a lower portion of a cylinder block SB which is a part of the engine body via a control shaft 48.
  • the control shaft 48 is rotatably supported by the engine body and has an eccentric cam portion 48a eccentric from the center of rotation.
  • the lower end of the control link 46 is rotatably fitted to the eccentric cam portion 48a. are doing.
  • the rotational position of the control shaft 48 is controlled by a compression ratio control actuator 49 using an electric motor based on a control signal from the controller 22.
  • This mechanical compression ratio ( ⁇ C) is a geometric compression ratio determined only by a change in the volume of the combustion chamber due to the stroke of the piston 01.
  • the mechanical compression ratio ( ⁇ C) is the cylinder volume at the intake bottom dead center of the piston 01 and the compression top dead center of the piston 01. It is the ratio of the in-cylinder volume at the point (TDC).
  • FIG. 2A shows a state of a low mechanical compression ratio
  • FIG. 2B shows a state of a high mechanical compression ratio.
  • the mechanical compression ratio ( ⁇ C) can be continuously changed between these.
  • the in-cylinder volume at the compression top dead center (TDC) is VO and the stroke volume is V
  • the in-cylinder volume at the intake bottom dead center (BDC) is “VO + V”
  • FIG. 3 shows the variation of the stop crank angle of the compression stroke cylinder when the internal combustion engine is stopped.
  • FIG. 3 shows, for example, a case where the first cylinder of a 4-cycle / 4-cylinder internal combustion engine is a compression stroke cylinder, and the intake valve opens near the intake top dead center (TDC) following the exhaust stroke. Near the intake bottom dead center (BDC), the intake valve closes and shifts to the compression stroke.
  • the cylinders are operated in the order of the first cylinder ⁇ the third cylinder ⁇ the fourth cylinder ⁇ the second cylinder, that is, the cylinders operate in the order of ignition (or the order of combustion including diesel).
  • crankpin stop position corresponding to the piston stop position of the first cylinder, which is a compression stroke cylinder (hereinafter, sometimes described using both the “piston stop position” or the “crankpin stop position")
  • the most standard crankpin stop position is the intake bottom dead center (BDC), which is approximately halfway between the compression top dead center (TDC) and the intake bottom dead center (BDC) when viewed from the crankpin (CP) angle.
  • BDC intake bottom dead center
  • TDC compression top dead center
  • BDC intake bottom dead center
  • the stop position of the piston is considerably closer to the compression top dead center (TDC) than the standard stop position ( ⁇ md). Since the pressure (compression pressure) in the cylinder is considerably high, the piston is pushed back in the direction of the standard stop position ( ⁇ md), and the crankshaft is returned counterclockwise.
  • the piston position of the compression stroke cylinder when the internal combustion engine is stopped performs such a behavior as to be stable with the standard stop position ( ⁇ md) as the standard position, but in practice a large variation occurs.
  • the standard stop position ( ⁇ md) is set as the standard position, it generally varies within a range of ⁇ md ⁇ 45 °.
  • the position scattered toward the compression top dead center (TDC) side (retard side) is scattered toward the retard side stop position ( ⁇ rt) and the intake bottom dead center (BDC) side (advance side).
  • the position is shown as an advanced stop position ( ⁇ ad).
  • the in-cylinder pressure becomes negative even in the compression stroke cylinder.
  • air at atmospheric pressure is immediately introduced into the cylinder through the gap between the piston and the cylinder wall.
  • air containing vaporized fuel or burned gas in the cylinder immediately leaks from the gap between the piston and the cylinder wall.
  • the in-cylinder volume (Vad) of the compression stroke cylinder is filled with air at atmospheric pressure.
  • the amount of air sealed therein is also large.
  • the cylinder volume when the piston moves to the compression top dead center (TDC) is the cylinder volume (V ⁇ md) determined by the standard mechanical compression ratio ( ⁇ Cmd).
  • the VCR mechanism changes the standard mechanical compression ratio ( ⁇ Cmd) from the minimum mechanical compression ratio ( ⁇ Cmd). ( ⁇ Cmin) or a low mechanical compression ratio ( ⁇ Clow).
  • ⁇ Cmd standard mechanical compression ratio
  • ⁇ Cmin minimum mechanical compression ratio
  • ⁇ Clow low mechanical compression ratio
  • the in-cylinder pressure may be negative even in the compression stroke cylinder. In that case, air at atmospheric pressure is immediately introduced into the cylinder through the gap between the piston and the cylinder wall.
  • air containing vaporized fuel or burned gas in the cylinder immediately leaks from the gap between the piston and the cylinder wall.
  • the in-cylinder volume (Vmd) of the compression stroke cylinder is filled with air at atmospheric pressure.
  • the amount of air sealed therein also has a standard value. .
  • the cylinder volume when the piston moves to the compression top dead center (TDC) is the standard cylinder volume (V ⁇ md) determined by the standard mechanical compression ratio ( ⁇ Cmd), while the initial piston position, That is, the in-cylinder volume at the start of compression is a standard in-cylinder volume (Vmd).
  • the maximum compression pressure (compression) at the compression top dead center (TDC) becomes standard and moderate.
  • the rotational speed (cranking speed) over the first compression top dead center can be maintained at a standard level, and good starting performance can be maintained.
  • the in-cylinder pressure may be negative even in the compression stroke cylinder. In that case, air at atmospheric pressure is immediately introduced into the cylinder through the gap between the piston and the cylinder wall.
  • air containing vaporized fuel or burned gas in the cylinder immediately leaks from the gap between the piston and the cylinder wall.
  • the in-cylinder volume (Vrt) of the compression stroke cylinder is filled with air at atmospheric pressure.
  • the retard side stop position ( ⁇ rt) since the initial cylinder volume (Vrt) of the compression stroke cylinder is small, the amount of air sealed therein is also small.
  • the third cylinder enters the compression stroke after the first cylinder. For this reason, since the cranking rotation speed has already risen, the suddenly rising cranking rotation speed cannot be sufficiently suppressed by the compression pressure in the compression stroke (second compression stroke) of the third cylinder. Further, the combustion of the third cylinder that follows, and the combustion of the fourth cylinder that follows, suddenly causes an unnatural rise in the rotational speed (a so-called blow-up phenomenon).
  • the VCR mechanism changes the maximum mechanical compression ratio ( ⁇ Cmd) from the standard mechanical compression ratio ( ⁇ Cmd). ( ⁇ Cmax) or a high mechanical compression ratio ( ⁇ Chigh).
  • ⁇ Cmd the standard mechanical compression ratio
  • ⁇ Cmax the standard mechanical compression ratio
  • ⁇ Chigh a high mechanical compression ratio
  • the in-cylinder volume at the compression top dead center is corrected from the in-cylinder volume (V ⁇ md) to the in-cylinder volume (V ⁇ rt) having a smaller volume, and as a result, the low compression pressure is corrected to increase.
  • a rise in the piston of the compression stroke cylinder is suppressed, and a steep increase in the cranking rotation speed is suppressed to obtain a stable cranking rotation speed, thereby improving the starting performance.
  • FIG. 5 shows the crankpin stop position (piston stop position) and the mechanical compression ratio ( ⁇ C) when the intake valve closing timing (IVC) of the intake valve is set to coincide with the intake bottom dead center (BDC).
  • FIG. 6 is a characteristic diagram showing the relationship of FIG. This characteristic diagram may be stored as a characteristic map in the storage area of the controller 22, or may be obtained by calculation. Further, this characteristic diagram is used in a control flowchart described later.
  • the piston is stopped at any crank angle between the intake bottom dead center (BDC) and the compression top dead center (TDC), whereby the initial cylinder capacity of the compression stroke cylinder fluctuates.
  • the mechanical compression ratio ( ⁇ C) is corrected according to the crankpin stop position (piston stop position) as shown by the vertical axis.
  • the mechanical compression ratio ( ⁇ C) is reduced to a low mechanical compression ratio ( ⁇ Clow). That is, the conversion control is performed by the VCR mechanism so that the piston position at the compression top dead center (TDC) becomes lower (the compression stroke becomes shorter) as the piston stop position is closer to the intake bottom dead center (BDC). That is, the compression stroke from the original piston stop position to the compression top dead center piston position is shortened, and the compression ratio is suppressed.
  • the characteristic is such that the mechanical compression ratio ( ⁇ C) increases as the piston stop position approaches the compression top dead center (TDC), such as a high mechanical compression ratio ( ⁇ Chigh). That is, the conversion control is performed by the VCR mechanism so that the piston position at the compression top dead center (TDC) becomes higher (the compression stroke becomes longer) as the piston stop position is closer to the compression top dead center (TDC). That is, the compression stroke from the original piston stop position to the compression top dead center piston position is lengthened to secure a compression ratio.
  • ⁇ C mechanical compression ratio
  • the compression pressure is corrected by the variable compression ratio mechanism based on the piston stop position of the cylinder in the compression stroke. More specifically, when the stop position of the piston of the cylinder in the compression stroke is near the compression top dead center, the mechanical compression ratio is increased by the variable compression ratio mechanism, and the stop position of the piston of the cylinder in the compression stroke is At the intake bottom dead center side, the mechanical compression ratio is reduced by the variable compression ratio mechanism.
  • the compression pressure of the compression stroke cylinder is appropriately corrected to start the internal combustion engine.
  • the starting performance of the internal combustion engine can be improved.
  • the intake valve has the intake top dead center (TDC) as the intake valve opening timing (IVO), and the intake bottom dead center (BDC) as the intake valve closing timing (IVC).
  • TDC intake valve opening timing
  • BDC intake bottom dead center
  • IVC intake valve closing timing
  • IVC ′ intake valve closing timing of the intake valve.
  • the phase conversion to the intake valve closing timing (IVC ') may be performed using an intake variable valve operating mechanism, or a variable valve operating mechanism is not provided, and the cam profile itself is used as a fixed valve operating mechanism.
  • the intake valve closing timing (IVC ') may be set.
  • crankpin stop position (piston stop position) ⁇ is advanced from the intake valve closing timing (IVC ′) as shown in FIG. 6, that is, the intake bottom dead center (BDC)
  • IVC ′ intake valve closing timing
  • BDC intake bottom dead center
  • the intake valve At the advance side stop position ( ⁇ ad), the intake valve is open, so even if the piston rises from this position, air in the cylinder is only discharged from the opened intake valve, and Remains at atmospheric pressure. This state of the atmospheric pressure is continued until the intake valve closing timing (IVC ′), and the compression of the air in the cylinder is started only after the intake valve is closed.
  • IVC ′ intake valve closing timing
  • the position of the intake valve closing timing (IVC ') is the standard stop position ( ⁇ md)
  • the compression pressure advanced from the standard stop position ( ⁇ md) is not affected by the crankpin stop position ⁇ .
  • the intake valve closing timing (IVC ') Therefore, the control of the mechanical compression ratio ( ⁇ C) by the VCR mechanism can be simplified on the advance side from the standard stop position ( ⁇ md) without any particular control, thereby simplifying the control steps of the control flow. There is.
  • the mechanical compression ratio ( ⁇ C) may be a constant value indicated by a solid line.
  • the control is simplified as the mechanical compression ratio ( ⁇ Cmd).
  • the characteristic corresponding to this solid line is the second target mechanical compression ratio characteristic, on the retard side from the standard stop position ( ⁇ md), the characteristic will be the same as the characteristic shown in FIG. 5 and will be the first target mechanical compression ratio characteristic. Therefore, as shown in FIG. 7, the target mechanical compression ratio characteristic is such that when the horizontal axis is the crankpin stop position (piston stop position) ⁇ , the first target machine is on the retard side from the standard stop position ( ⁇ md). On the advance side from the standard stop position ( ⁇ md), the compression ratio characteristic becomes the second target mechanical compression ratio characteristic having a constant value. As a result, between the intake bottom dead center (BDC) and the compression top dead center (TDC), , A characteristic that connects both characteristics.
  • BDC intake bottom dead center
  • TDC compression top dead center
  • the second target mechanical compression ratio characteristic is not controlled to a constant value shown by a solid line, but the mechanical compression ratio ( ⁇ C) becomes larger as it shifts toward the intake bottom dead center (BDC) as shown by a broken line. It can also be.
  • the compression pressure is determined by the intake valve closing timing (IVC ′) of the intake valve. Therefore, the compression pressure between the standard stop position ( ⁇ md) and the intake bottom dead center (BDC) has the same value (atmospheric pressure), but the piston stroke reaching the compression top dead center (TDC) is different between the two.
  • the mechanical compression ratio ( ⁇ C) is set to a slightly higher mechanical compression ratio ( ⁇ Cad ′′) as the position shifts to the advance side stop position ( ⁇ ad).
  • ⁇ Cad ′′ a slightly higher mechanical compression ratio
  • the compression pressure in the cylinder increases after the intake valve closing timing (IVC ′), but the mechanical compression ratio ( ⁇ C) is set according to the advance side stop position ( ⁇ ad). Since the compression pressure is corrected, the compression pressure increases as the piston stroke reaching the compression top dead center (TDC) increases.
  • the piston stroke that reaches the compression top dead center (TDC) becomes shorter, so that the piston movement is less likely to gain momentum and the compression top dead center
  • the mechanical compression ratio ( ⁇ C) is reduced to reduce the compression pressure that acts after the intake valve closing timing (IVC '), so that the rotation speed over the compression top dead center is secured. Performance can be improved.
  • FIG. 8 shows a state in which the operation of the internal combustion engine is stopped from a state in which the internal combustion engine is operating, and in a stopped state in which the rotation of the internal combustion engine is stopped, the mechanical compression ratio is set based on the stop position of the piston.
  • 5 is a flowchart illustrating a control flow for correction.
  • the target mechanical compression ratio ( ⁇ C) corresponding to the piston stop position uses the characteristic indicated by the solid line in FIG. Therefore, the second target mechanical compression ratio characteristic is used between the intake bottom dead center (BDC) and the standard stop position ( ⁇ md), and between the standard stop position ( ⁇ md) and the compression top dead center (TDC).
  • BDC intake bottom dead center
  • ⁇ md standard stop position
  • TDC compression top dead center
  • a first target mechanical compression ratio characteristic is used.
  • the characteristic shown by the broken line can be used as the second target mechanical compression ratio characteristic.
  • step S10 it is determined whether a condition for stopping the internal combustion engine has been input.
  • the determination can be made by monitoring a signal from a key switch or the like. In an automobile equipped with an idle stop system, the determination can be made by monitoring the conditions for establishing the idle stop. If it is determined in step S10 that the condition for stopping the internal combustion engine is not satisfied, the process goes to the end. If it is determined that the condition for stopping the internal combustion engine is satisfied, the process proceeds to step S11.
  • step S11 since the condition for stopping the internal combustion engine is satisfied, the fuel injection control and the ignition control are stopped, and the fuel injection cut and the ignition cut are executed. As a result, the internal combustion engine is stopped because combustion is not continued. When the fuel injection control and the ignition control are stopped, the process proceeds to step S12.
  • step S12 it is determined whether or not the internal combustion engine has completely stopped to determine the piston stop position of the compression stroke cylinder.
  • the determination of the stop of the internal combustion engine can be made by monitoring the rotation of the crankshaft. If no rotation pulse is input from the crank angle sensor within a predetermined time, it can be determined that the internal combustion engine has been stopped. If the internal combustion engine does not stop, the determination in step IS12 is executed again. If the internal combustion engine stops, the process proceeds to step S13.
  • step S13 the stop crank position of the stopped internal combustion engine and the intake valve closing timing (IVC) are calculated.
  • the stop crank position can also be calculated based on the rotation pulse of the crank angle sensor at the time of stop.
  • the intake valve closing timing (IVC) can also be calculated from an angle sensor provided in the variable valve mechanism or control data for controlling the variable valve mechanism.
  • step S14 the crankpin (CP) position ( ⁇ ) of the compression stroke cylinder, which is the compression stroke at the time of starting, is calculated from the stop crank position obtained in step S13.
  • the crank pin (CP) position ( ⁇ ) represents a stop position of the piston between the compression top dead center (TDC) and the intake bottom dead center (BDC). Therefore, the crankpin (CP) position ( ⁇ ) can be regarded as the piston stop position.
  • the process proceeds to step S15.
  • step S15 the crankpin (CP) position ( ⁇ ) is calculated using the intake valve closing timing (IVC) calculated in step S13 and the crankpin (CP) position ( ⁇ ) calculated in step S14. Is located on the intake bottom dead center (BDC) side of the intake valve closing timing (IVC).
  • the second target is set between the intake bottom dead center (BDC) and the standard stop position ( ⁇ md).
  • the first target mechanical compression ratio characteristic is used between the standard stop position ( ⁇ md) and the compression top dead center (TDC) using the mechanical compression ratio characteristic.
  • step S15 if it is determined that the crankpin (CP) position ( ⁇ ) is on the advance side (on the intake bottom dead center (BDC) side) from the intake valve closing timing (IVC), step S16 When it is determined that the crankpin (CP) position ( ⁇ ) is located on the retard side (on the compression bottom dead center (TDC) side) of the intake valve closing timing (IVC), the process proceeds to step S17. Transition.
  • Step S16 At step S15, it is determined that the crankpin (CP) position ( ⁇ ) is located on the advance side (on the intake bottom dead center (BDC) side) from the intake valve closing timing (IVC). Therefore, in step S16, the target mechanical compression ratio ( ⁇ C) corresponding to the calculated crankpin (CP) position ( ⁇ ) is calculated from the target mechanical compression ratio characteristic map in which the characteristics shown in FIG. 7 are stored. I do.
  • the target mechanical compression ratio ( ⁇ Cad ′) is calculated because the target mechanical compression ratio ( ⁇ C) has a constant second target mechanical compression ratio characteristic.
  • the target mechanical compression ratio ( ⁇ Cad ′′) is similarly calculated.
  • step S17 it is determined that the crankpin (CP) position ( ⁇ ) is located on the retard side (on the compression top dead center (TDC) side) of the intake valve closing timing (IVC). Therefore, in step S17, the target mechanical compression ratio ( ⁇ C) corresponding to the calculated crankpin (CP) position ( ⁇ ) is calculated from the target mechanical compression ratio characteristic map in which the characteristics shown in FIG. 7 are stored. I do.
  • the target mechanical compression ratio ( ⁇ C) is a first target mechanical compression ratio characteristic corresponding to the crankpin (CP) position ( ⁇ ). Therefore, as the crankpin (CP) position ( ⁇ ) moves toward the compression top dead center (TDC), the target mechanical compression ratio ( ⁇ C) increases.
  • the process proceeds to step S18.
  • step S18 a conversion signal (drive signal) is output to the compression ratio control actuator of the VCR mechanism based on the target mechanical compression ratio ( ⁇ C) calculated in step S16 or step S17. This will change the mechanical compression ratio.
  • the conversion signal is output to the compression ratio control actuator of the VCR mechanism, the process proceeds to step S19.
  • step S19 it is determined whether or not the mechanical compression ratio has been converted to the target mechanical compression ratio ( ⁇ C) by the VCR mechanism. This determination can be made by comparing the target mechanical compression ratio ( ⁇ C) calculated in step S16 or step S17 with the actual mechanical compression ratio calculated by the angle sensor provided in the VCR mechanism. If it is determined that the mechanical compression ratio has not been converted to the target mechanical compression ratio ( ⁇ C), the process returns to step S18, and if it is determined that the mechanical compression ratio has been converted to the target mechanical compression ratio ( ⁇ C), Move to step S20.
  • ⁇ C target mechanical compression ratio
  • step S20 since it is determined that the mechanical compression ratio has been converted to the target mechanical compression ratio ( ⁇ C), the control of the VCR mechanism is stopped. After that, the controller 22 executes the shut-off process, executes the control data avoidance process in the backup RAM or the like, and shuts down.
  • ⁇ C target mechanical compression ratio
  • the VCR mechanism corrects the mechanical compression ratio corresponding to the stop position of the piston of the compression stroke cylinder at the time of starting, so that the compression pressure during the compression stroke can be appropriately set, so that the starting performance can be improved. And stable starting can be performed.
  • the mechanical compression ratio is corrected by the VCR mechanism immediately after the internal combustion engine is stopped, lubricating oil is secured in the mechanical parts of the internal combustion engine and the mechanical parts of the VCR mechanism, and the operation of the VCR mechanism is stopped. There is an effect that it is performed smoothly. Further, at the next restart, the VCR position corresponding to the piston stop position is set in advance, so that the VCR conversion required time is eliminated and quick restart is possible.
  • the characteristic shown in FIG. 7 is used as the target mechanical compression ratio characteristic.
  • the characteristic shown in FIG. 5 may be used.
  • the second target mechanical compression ratio characteristic is not a constant value, and the mechanical compression ratio is changed according to the piston stop position.
  • FIG. 9 is a flowchart showing a control flow for correcting the mechanical compression ratio based on the stop position of the piston when starting the internal combustion engine.
  • the target mechanical compression ratio ( ⁇ C) corresponding to the piston stop position also uses the characteristics indicated by the solid line in FIG. Therefore, the second target mechanical compression ratio characteristic is used between the intake bottom dead center (BDC) and the standard stop position ( ⁇ md), and between the standard stop position ( ⁇ md) and the compression top dead center (TDC).
  • BDC intake bottom dead center
  • ⁇ md standard stop position
  • TDC compression top dead center
  • a first target mechanical compression ratio characteristic is used.
  • the characteristic shown by the broken line can be used as the second target mechanical compression ratio characteristic.
  • step S30 it is determined whether a condition for starting the internal combustion engine has been input.
  • the start of the internal combustion engine it can be determined by monitoring a signal from an ignition switch or the like. In an automobile equipped with an idle stop system, the determination can be made by monitoring a condition for establishing the idle stop release. If it is determined in step S30 that the condition for starting the internal combustion engine is not satisfied, the process goes to the end. If it is determined that the condition for stopping the internal combustion engine is satisfied, the process proceeds to step S31.
  • step S31 the stopped crank position, intake valve closing timing (IVC), and engine temperature (T) of the stopped internal combustion engine are calculated.
  • the stop crank position can also be calculated based on the rotation pulse of the crank angle sensor at the time of stop.
  • the intake valve closing timing (IVC) can be calculated from an angle sensor provided in the variable valve mechanism or control data for controlling the variable valve mechanism.
  • the engine temperature can be calculated from a cooling water temperature sensor provided on the cylinder block.
  • Step S32 the crankpin (CP) position ( ⁇ ) of the compression stroke cylinder which is the compression stroke at the time of starting is calculated from the stop crank position obtained in step S31.
  • the crank pin (CP) position ( ⁇ ) represents a stop position of the piston between the compression top dead center (TDC) and the intake bottom dead center (BDC). Therefore, the crankpin (CP) position ( ⁇ ) can be regarded as the piston stop position.
  • the flow shifts to step S33.
  • step S33 using the intake valve closing timing (IVC) calculated in step S31 and the crankpin (CP) position ( ⁇ ) calculated in step S32, the crankpin (CP) position ( ⁇ ) Is located on the intake bottom dead center (BDC) side of the intake valve closing timing (IVC).
  • the second target is set between the intake bottom dead center (BDC) and the standard stop position ( ⁇ md).
  • the first target mechanical compression ratio characteristic is used between the standard stop position ( ⁇ md) and the compression top dead center (TDC) using the mechanical compression ratio characteristic.
  • step S33 if it is determined that the crank pin (CP) position ( ⁇ ) is on the advance side (on the intake bottom dead center (BDC) side) from the intake valve closing timing (IVC), step S34 is performed.
  • the process proceeds to step S35. Transition.
  • Step S34 In step S33, it is determined that the crank pin (CP) position ( ⁇ ) is located on the advance side (on the intake bottom dead center (BDC) side) of the intake valve closing timing (IVC). Therefore, in step S34, the target mechanical compression ratio ( ⁇ C) corresponding to the calculated crankpin (CP) position ( ⁇ ) is calculated from the target mechanical compression ratio characteristic map in which the characteristics as shown in FIG. 7 are stored. I do.
  • the target mechanical compression ratio ( ⁇ Cad ′) is calculated because the target mechanical compression ratio ( ⁇ C) has a constant second target mechanical compression ratio characteristic.
  • the target mechanical compression ratio ( ⁇ Cad ′′) is similarly calculated.
  • ⁇ C target mechanical compression ratio
  • the target mechanical compression ratio ( ⁇ C) is changed to the engine temperature (T) in order to increase the temperature of the compressed air at the compression top dead center (TDC) in order to promote warm-up. It is also effective to increase the height in accordance with ()).
  • the target mechanical compression ratio ( ⁇ C) is calculated, the flow shifts to step S36.
  • Step S35 In step S33, it is determined that the crankpin (CP) position ( ⁇ ) is located on the retard side (on the compression top dead center (TDC) side) from the intake valve closing timing (IVC). Therefore, in step S35, the target mechanical compression ratio ( ⁇ C) corresponding to the calculated crankpin (CP) position ( ⁇ ) is calculated from the target mechanical compression ratio characteristic map in which the characteristics shown in FIG. 7 are stored. I do.
  • the target mechanical compression ratio ( ⁇ C) is a first target mechanical compression ratio characteristic corresponding to the crankpin (CP) position ( ⁇ ). Therefore, as the crankpin (CP) position ( ⁇ ) moves toward the compression top dead center (TDC), the target mechanical compression ratio ( ⁇ C) increases.
  • the target mechanical compression ratio ( ⁇ C) can be corrected based on the engine temperature (T). For example, when the idle stop is performed, when the engine temperature (T) is high, if the initial compression pressure is too high, preignition is likely to occur. For this reason, it is also effective to lower the target mechanical compression ratio ( ⁇ C) according to the engine temperature (T).
  • the target mechanical compression ratio ( ⁇ C) is changed to the engine temperature (T) in order to increase the temperature of the compressed air at the compression top dead center (TDC) in order to promote warm-up. It is also effective to increase the height in accordance with ()).
  • the target machine compression ratio ( ⁇ C) has been calculated, the flow shifts to step S36.
  • step S36 a conversion signal (drive signal) is output to the compression ratio control actuator of the VCR mechanism based on the target mechanical compression ratio ( ⁇ C) calculated in step S34 or step S35. This will change the mechanical compression ratio.
  • ⁇ C target mechanical compression ratio
  • Step S37 the mechanical compression ratio is converted into the target mechanical compression ratio ( ⁇ C) by the VCR mechanism.
  • step S37 whether the conversion time has been performed for the predetermined time (t) or not is determined. Has been determined.
  • This predetermined time (t) is the time required for the VCR mechanism to convert to the target mechanical compression ratio ( ⁇ C), in which case the predetermined time (t) required for the conversion can be a function of temperature, The lower the temperature, the longer the setting.
  • step S19 it may be determined whether the mechanical compression ratio has been converted to the target mechanical compression ratio ( ⁇ C) as in step S19 in FIG. If the predetermined time (t) has not elapsed, the process returns to step S37, and if the predetermined time (t) has elapsed, the process proceeds to step S38.
  • the predetermined time (t) is set, but if it is longer than the required conversion time of the VCR mechanism, cranking is started after conversion to the target mechanical compression ratio ( ⁇ C), so that highly accurate start control can be performed. Becomes On the other hand, if the time required for the conversion of the VCR mechanism is shorter than that, the cranking is started before the conversion to the target mechanical compression ratio ( ⁇ C) is completed, so that the time required for the start can be shortened, and a quick start can be realized. .
  • step S38 since the conversion to the target mechanical compression ratio ( ⁇ C) has been completed by the VCR mechanism, cranking is started by the starter motor. In this case, since the target mechanical compression ratio ( ⁇ C) corresponding to the piston stop position is converted, good starting performance can be obtained. When cranking is started, the process proceeds to step S39.
  • step S39 it is determined whether or not the piston of the compression stroke cylinder in the compression stroke has reached the top dead center. Such determination is made only for the first compression stroke cylinder, and for the subsequent cylinders, since the cranking rotational speed has already risen, it is necessary to change the mechanical compression ratio in accordance with the operating state of the internal combustion engine. Because there is.
  • step S40 is performed. Move to
  • step S40 since the rotation speed of the internal combustion engine has already reached a sufficient rotation speed, conversion of the target mechanical compression ratio ( ⁇ C) corresponding to the state of the internal combustion engine, here, the engine temperature (T), is performed. Output the signal to the VCR mechanism.
  • the target mechanical compression ratio ( ⁇ C) is corrected to a lower side, and if the engine temperature (T) is low, warm-up is promoted. Therefore, the target mechanical compression ratio ( ⁇ C) is corrected on the increasing side. After that, the process ends and waits for the next start timing.
  • a compression ratio control actuator may be provided for each cylinder and may be sequentially converted in accordance with the operation order of each cylinder. Control becomes possible.
  • the same compression ratio control actuator may simultaneously convert the mechanical compression ratios of all cylinders. In this case, the control can be simplified.
  • the VCR mechanism corrects the mechanical compression ratio corresponding to the stop position of the piston of the compression stroke cylinder at the time of startup, so that the compression pressure of the compression stroke cylinder during the compression stroke can be appropriately set. Therefore, it is possible to improve the starting performance and perform a stable starting.
  • the mechanical compression ratio is corrected by the VCR mechanism at the time of starting the internal combustion engine, even if the piston stop position changes with time during the stop of the internal combustion engine, the piston is stopped at startup. Since the stop position is calculated and the corresponding target mechanical compression ratio is calculated, highly accurate target mechanical compression ratio control becomes possible.
  • control for correcting the mechanical compression ratio when the internal combustion engine is stopped as described in the third embodiment may be performed. In that case, the control accuracy is further increased. In addition, the amount of conversion of the VCR mechanism at the time of restart can be reduced, and quicker restart is possible.
  • the characteristic shown in FIG. 7 is used as the target mechanical compression ratio characteristic.
  • the characteristic shown in FIG. 5 may be used.
  • the second target mechanical compression ratio characteristic is not a constant value, and the mechanical compression ratio is changed according to the piston stop position.
  • the VCR mechanism continuously converts the mechanical compression ratio of all cylinders with the same compression ratio control actuator.
  • a separate A configuration in which a compression ratio control actuator is provided to convert the mechanical compression ratio of each cylinder separately and stepwise can also be adopted.
  • the present invention can be applied to a VCR mechanism in which the mechanical compression ratio and the mechanical expansion ratio can be changed differently as shown in JP-A-2016-17489.
  • the intake valve closing timing (IVC) may be changed by a variable valve operating mechanism, or may be a fixed intake valve closing timing (IVC).
  • the present invention is not limited to the above-described embodiment, and includes various modifications.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added to the configuration of another embodiment.
  • variable compression ratio system for the internal combustion engine based on the above-described embodiment, for example, the following aspects can be considered.
  • the variable compression ratio system of the internal combustion engine includes, as one mode thereof, at least a variable compression ratio mechanism capable of changing a mechanical compression ratio of the internal combustion engine, and control means for controlling the variable compression ratio mechanism, wherein the control means includes: In a state where the rotation of the internal combustion engine is stopped, a target mechanical compression ratio is calculated based on a piston stop position of a cylinder in a compression stroke (hereinafter, referred to as a compression stroke cylinder), and the variable compression ratio mechanism The mechanical compression ratio of the internal combustion engine is changed based on the calculated target mechanical compression ratio.
  • the control means shifts from a state in which the internal combustion engine is operating to a state in which the operation of the internal combustion engine is stopped, and the rotation of the internal combustion engine is stopped.
  • the stopped state the target mechanical compression ratio based on the piston stop position of the compression stroke cylinder is calculated, and the variable compression ratio mechanism is configured to control the machine of the internal combustion engine based on the target mechanical compression ratio in the stopped state. Change the compression ratio.
  • control means calculates the target mechanical compression ratio based on the piston stop position of the compression stroke cylinder when the internal combustion engine is started. Then, the variable compression ratio mechanism changes the mechanical compression ratio of the internal combustion engine based on the target mechanical compression ratio at the time of starting.
  • control means may control the compression stroke during a predetermined time before the cranking at the time of starting or within a predetermined time after the cranking.
  • the target mechanical compression ratio is calculated based on the piston stop position of the cylinder.
  • control means may include: the target mechanical compression ratio, when the piston stop position of the compression stroke cylinder is on the intake bottom dead center side. To reduce.
  • control means when the piston stop position of the compression stroke cylinder is on the side of compression top dead center, the target mechanical compression. Increase ratio.
  • control means may include: the target mechanical compression ratio, when the piston stop position of the compression stroke cylinder is on the intake bottom dead center side. When the piston stop position of the compression stroke cylinder is closer to the compression top dead center, the target mechanical compression ratio is increased.
  • control means may determine that when the engine temperature is low after the piston of the compression stroke cylinder exceeds the compression top dead center, the target Increase the mechanical compression ratio.
  • control means may be configured to determine that the target temperature is high when the engine temperature is high after the piston of the compression stroke cylinder exceeds the compression top dead center. Reduce the mechanical compression ratio.
  • control means may be configured such that a crank angle corresponding to the piston stop position of the compression stroke cylinder is advanced from an intake valve closing timing. In this case, the correction control of the target mechanical compression ratio is not executed.
  • control means may be configured such that a crank angle corresponding to the piston stop position of the compression stroke cylinder is advanced from an intake valve closing timing.
  • the target mechanical compression ratio is calculated from each of the target mechanical compression ratio characteristics corresponding to the piston stop position of the stroke cylinder.
  • the target mechanical compression ratio characteristic from the intake bottom dead center to the intake valve closing timing is such that the target mechanical compression ratio is Either the characteristic is set to a constant value, or the target mechanical compression ratio is increased as the piston stop position approaches the intake bottom dead center.
  • variable compression ratio mechanism changes one mechanical compression ratio of all cylinders of the internal combustion engine at the same time. It is composed of
  • control device of the variable compression ratio system for the internal combustion engine based on the above-described embodiment, for example, the following embodiments can be considered.
  • the control unit includes: While the rotation is stopped, the variable compression ratio mechanism is controlled based on the piston stop position of a cylinder in a compression stroke (hereinafter, referred to as a compression stroke cylinder) to change the mechanical compression ratio of the internal combustion engine. .
  • control means reduces the mechanical compression ratio when the piston stop position of the compression stroke cylinder is on the intake bottom dead center side, and When the piston stop position of the stroke cylinder is closer to the compression top dead center, the mechanical compression ratio is increased.
  • the control means may be configured such that a crank angle corresponding to the piston stop position of the compression stroke cylinder advances from an intake valve closing timing. In the case where it is angled, it has a target mechanical compression ratio characteristic from the intake bottom dead center to the intake valve closing timing and a target mechanical compression ratio characteristic from the intake valve closing timing to the compression top dead center. Calculating a target mechanical compression ratio based on each of the target mechanical compression ratio characteristics corresponding to the piston stop position of the compression stroke cylinder, and controlling the variable compression ratio mechanism based on the target mechanical compression ratio. The mechanical compression ratio of the internal combustion engine is changed.
  • the target mechanical compression ratio characteristic from the intake bottom dead center to the intake valve closing timing is the target machine compression ratio characteristic. Either the compression ratio is set to a constant value, or the target mechanical compression ratio is increased as the piston stop position approaches the intake bottom dead center.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Lorsqu'un moteur à combustion interne est arrêté, ou pendant le démarrage de ce dernier, une pression de compression est réglée au moyen d'un mécanisme de taux de compression variable (VCR), sur la base d'un cylindre dans une course de compression. Si la position du piston dans le cylindre dans la course de compression est du côté point mort haut de compression, un taux de compression mécanique est augmenté par le mécanisme de taux de compression variable (VCR), et si la position du piston (01) dans le cylindre dans la course de compression est du côté point mort bas d'admission, le taux de compression mécanique est réduit par le mécanisme de taux de compression variable (VCR). En commandant le taux de compression mécanique au moyen du mécanisme de taux de compression variable (VCR) sur la base de l'angle de vilebrequin du cylindre dans la course de compression, la pression de compression du cylindre dans la course de compression peut être réglée de manière appropriée pour stabiliser le démarrage du moteur à combustion interne, ce qui permet d'améliorer les performances de démarrage du moteur à combustion interne.
PCT/JP2019/025726 2018-08-30 2019-06-27 Système à taux de compression variable pour moteur à combustion interne et son dispositif de commande WO2020044768A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006144792A (ja) * 2004-11-16 2006-06-08 Ford Global Technologies Llc 内燃機関の停止動作中にシリンダー圧力を用いて、クランクシャフト位置を制御するシステム及び方法
JP2006300033A (ja) * 2005-04-25 2006-11-02 Toyota Motor Corp 可変圧縮比内燃機関
JP2007239490A (ja) * 2006-03-06 2007-09-20 Nissan Motor Co Ltd 複リンク式可変圧縮比内燃機関

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006144792A (ja) * 2004-11-16 2006-06-08 Ford Global Technologies Llc 内燃機関の停止動作中にシリンダー圧力を用いて、クランクシャフト位置を制御するシステム及び方法
JP2006300033A (ja) * 2005-04-25 2006-11-02 Toyota Motor Corp 可変圧縮比内燃機関
JP2007239490A (ja) * 2006-03-06 2007-09-20 Nissan Motor Co Ltd 複リンク式可変圧縮比内燃機関

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