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WO2008032609A1 - Moteur présentant des caractéristiques de courses variables - Google Patents

Moteur présentant des caractéristiques de courses variables Download PDF

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Publication number
WO2008032609A1
WO2008032609A1 PCT/JP2007/067220 JP2007067220W WO2008032609A1 WO 2008032609 A1 WO2008032609 A1 WO 2008032609A1 JP 2007067220 W JP2007067220 W JP 2007067220W WO 2008032609 A1 WO2008032609 A1 WO 2008032609A1
Authority
WO
WIPO (PCT)
Prior art keywords
vane
housing
shaft
engine
variable
Prior art date
Application number
PCT/JP2007/067220
Other languages
English (en)
Japanese (ja)
Inventor
Shigekazu Tanaka
Koichi Eto
Akinori Maezuru
Jiro Fujimoto
Keiko Yoshida
Taichi Yoshikawa
Original Assignee
Honda Motor Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2006247263A external-priority patent/JP4810370B2/ja
Priority claimed from JP2006253135A external-priority patent/JP2008075694A/ja
Priority claimed from JP2006259581A external-priority patent/JP4815313B2/ja
Priority claimed from JP2006259579A external-priority patent/JP4815312B2/ja
Priority claimed from JP2006259577A external-priority patent/JP4625437B2/ja
Priority claimed from JP2006259580A external-priority patent/JP4690986B2/ja
Priority claimed from JP2006278791A external-priority patent/JP4810390B2/ja
Priority claimed from JP2006326100A external-priority patent/JP2008138607A/ja
Application filed by Honda Motor Co., Ltd. filed Critical Honda Motor Co., Ltd.
Priority to EP07806675.0A priority Critical patent/EP2063086B1/fr
Priority to US12/440,136 priority patent/US20100192915A1/en
Publication of WO2008032609A1 publication Critical patent/WO2008032609A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/08—Characterised by the construction of the motor unit
    • F15B15/12—Characterised by the construction of the motor unit of the oscillating-vane or curved-cylinder type
    • 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

Definitions

  • a piston and a crankshaft are connected to a control shaft via a stroke variable link mechanism, and the stroke variable link mechanism is operated by a hydraulic actuator that drives the control shaft to move the piston.
  • the present invention relates to improvement of a stroke characteristic variable engine that makes the stroke variable.
  • an upper link having one end connected to the piston pin of the piston, a lower link connected to the other end of the upper link and connected to the crank pin of the crankshaft, and one end connected to the lower link, Stroke that has a variable stroke link mechanism that consists of a control link with the other end pivotably connected to the engine body.
  • the variable stroke of the piston can be varied by driving the variable control link with a hydraulic actuator.
  • the hydraulic actuator provided on the control shaft is known (see Patent Document 1 below).
  • an upper link having one end connected to the piston pin of the piston, a lower link connected to the other end of the upper link and connected to the crank pin of the crankshaft, and one end connected to the lower link, Equipped with a variable stroke link mechanism consisting of a control link with the other end pivotably connected to the control shaft. Stroke characteristics that make the moving stroke of the piston variable by driving a vane hydraulic pressure actuator provided on the control shaft. Engines are also known (see Patent Documents 2 and 3 below).
  • Patent Document 1 Japanese Unexamined Patent Publication 2005-83203
  • Patent Document 2 Japanese Unexamined Patent Publication No. 2005-76555
  • Patent Document 3 Japanese Unexamined Patent Publication No. 2006-177192
  • the hydraulic actuator of a conventional variable stroke characteristic engine has a cylinder opening.
  • a housing provided outside the rack and fixed to the holder of the cylinder block by a fastening member, a rotor provided with a vane that rotates integrally with the control shaft, and a vane case that accommodates the rotor. Because it is composed of a cover that covers it, there are problems that assembly work with a large number of parts is reduced and the engine itself is enlarged, and this engine is not suitable for application to vehicles. is there.
  • a force that uses a vane hydraulic actuator to drive the variable stroke link mechanism has a housing that houses a vane shaft, a vane oil chamber, and the like. Since the occupying volume in the radial direction is relatively large, and the force and force are connected to the crankshaft via a variable stroke link mechanism, when this actuator is installed in the crankcase, the engine body is in the width direction, that is, There is a problem of increasing the size in the direction crossing the crankshaft.In addition, if the support rigidity of the actuator is increased by a highly rigid member, the problem becomes more prominent. For the automobile, the width of the engine room in the front-rear direction (when the engine is installed horizontally) or the left-right direction The width (when the engine is placed vertically) is forced to increase.
  • the vane type hydraulic actuator since the vane type hydraulic actuator has a cylindrical housing that accommodates a vane shaft, a vane oil chamber, and the like, and has a relatively large radial occupancy volume, the actuator is installed in the crank chamber. If it is provided, the engine will be enlarged, and in particular, the height will be increased. Further, if the support rigidity of this actuator is increased by a highly rigid member, the above problem will be further increased. When this engine is used for automobiles, the height of the engine room must be expanded.
  • the control shaft is operated at a maximum load (low compression ratio state) through the control link in the direction of the connection point between the lower link and the control link of the variable stroke link mechanism. Therefore, when a vane type actuator is installed on the same axis as the control shaft, the maximum load acts on the vane shaft and the control shaft of the actuator so that the vane shaft. There is a problem that the friction of the bearing surface of the control shaft increases and the driving force increases correspondingly, and there is a possibility of oil film breakage on the bearing surface of the vane shaft and the control shaft and metal contact. There is also a problem.
  • the present invention has been made in view of the power and the actual situation, and by reducing the number of parts of the hydraulic actuator, it is possible to reduce the size and weight of the hydraulic actuator, and to suppress the enlargement of the engine.
  • the support rigidity is increased, the radial alignment between the vane and the housing can be set as small as possible, and the force is applied to the vane shaft of the vane hydraulic actuator and the bearing surface of the control. Accordingly, it is an object of the present invention to provide a novel actuator structure for a variable stroke characteristic engine that solves the above-mentioned problems by reducing the maximum load.
  • the piston and the crankshaft are connected to the control shaft via the variable stroke link mechanism, and the hydraulic pressure drives the control shaft.
  • the stroke variable link mechanism is operated by an actuator to change the moving stroke of the piston
  • the hydraulic actuator includes a housing, a cover member that covers the opening of the housing, a vane case that is integrally provided in the housing, and a vane shaft that is accommodated in the vane case.
  • a variable stroke characteristic engine is proposed in which the vane shaft is formed integrally with the control shaft.
  • the piston and the crankshaft are connected to the control shaft via the variable stroke link mechanism, and the hydraulic pressure drives the control shaft.
  • the stroke variable link mechanism is actuated by an actuator to In the variable stroke characteristics engine that makes the moving stroke variable
  • the hydraulic actuator includes a housing, a cover member that covers the opening of the housing, a vane case that is integrally provided in the housing, and a vane shaft that is accommodated in the vane case.
  • a variable stroke characteristic engine is proposed, wherein the engine is provided at an end of the control shaft, and the vane shaft is integrally provided at an end of the control shaft.
  • the piston and the crankshaft are connected to the control shaft via the variable stroke link mechanism, and the hydraulic pressure drives the control shaft.
  • the stroke variable link mechanism is operated by an actuator to change the moving stroke of the piston
  • the hydraulic actuator includes a housing, a cover member that covers the opening of the housing, a vane case that is integrally provided in the housing, and a vane shaft that is accommodated in the vane case.
  • a variable stroke characteristic engine is proposed, characterized in that the cover member and the vane shaft are provided integrally with the control shaft. Is done.
  • the cover member and the vane shaft are not overlapped with the eccentric pin of the control shaft.
  • a variable stroke characteristic engine characterized by being integrally fastened by a fastening member is proposed.
  • the cover member is supported by a bearing in a housing. Therefore, a variable stroke characteristic engine is proposed.
  • variable stroke link mechanism in addition to the first, second or third aspect, is disposed on a side of a crankshaft.
  • the hydraulic actuator is a vane hydraulic actuator disposed coaxially with the control shaft,
  • the vane hydraulic actuator includes a housing, a vane shaft that is integrally provided with a control shaft that is rotatably provided in the housing, and a vane that protrudes from an outer peripheral surface, and a housing. And a pair of vane oil chambers in which the vanes are accommodated between the shaft and the vane shaft, and the pair of vane oil chambers are arranged side by side in the cylinder axial direction of the engine body of the variable stroke characteristic engine. An engine with variable stroke characteristics is proposed.
  • a housing of the vane hydraulic actuator is provided in a crankcase.
  • the housing and the crankcase are fastened by a plurality of lateral fastening members from a direction perpendicular to the cylinder axis of the engine body, and at least a part of the fastening members is a pair of vane oils arranged in the cylinder axial direction.
  • a variable stroke characteristic engine is proposed, which is characterized by being installed between rooms.
  • a housing of the vane hydraulic actuator and an opening of the housing are provided.
  • the cover member covering the portion is fastened by a plurality of crankshaft direction fastening members extending in the crankshaft direction, and a part of the crankshaft direction fastening members is provided between the lateral fastening members.
  • a variable stroke characteristic engine is proposed.
  • a hydraulic passage for supplying hydraulic oil to the pair of vane oil chambers comprises:
  • a variable stroke characteristic engine is proposed, characterized in that the engine is provided in the housing while being shifted in the lateral direction fastening member and the crankshaft direction.
  • the cylinder axis of the engine body is A variable stroke characteristic engine, characterized in that the vane type hydraulic actuator is provided in the crankcase below the crankshaft on the other side.
  • the hydraulic actuator is disposed below a crankshaft.
  • the vane shaft is integrally formed with the housing, the control shaft rotatably provided in the housing, and the vane projects from the outer peripheral surface, and the vane is accommodated between the housing and the vane shaft.
  • the pair of vane oil chambers is arranged in a direction orthogonal to the cylinder axis of the engine body of the variable stroke characteristic engine, and a variable stroke characteristic engine is proposed.
  • the housing of the vane hydraulic actuator includes a bearing that supports the control shaft.
  • a stroke variable variable engine is proposed, which is supported by a housing receiving portion integrally provided in the block, and the housing is fastened to the housing receiving portion by a fastening member between a pair of vane oil chambers. Is done.
  • the cylinder axial force of the engine body is inclined to one side with respect to a vertical line.
  • the crankcase of the engine body extends to one side of the cylinder block, and the vane hydraulic actuator is housed in the crank chamber of the extended portion.
  • the vane hydraulic actuator in addition to the first, second or third feature, includes a housing and a housing. Rotating vane shaft integrated with the control shaft and multiple controls in the vane oil chamber formed between the housing and the vane shaft, which are integrally formed on the outer peripheral surface of the vane shaft With a ben that partitions the oil chamber,
  • a variable stroke characteristic engine is proposed, characterized in that the vane is provided at a position avoiding the radial maximum load direction generated in the vane shaft!
  • a variable stroke characteristic engine is proposed, characterized in that the engine is arranged in a direction orthogonal to the direction of the maximum load.
  • the vane hydraulic actuator housing has a direction opposite to the maximum load direction. And is fastened to the housing receiving part of the bearing block.
  • a variable stroke characteristic engine is proposed, characterized in that a plurality of bearing walls that support the control shaft and a connecting member that couples these bearing walls are integrally formed.
  • bearing block and the bearing wall may be integrated or separated.
  • the vane hydraulic actuator is A variable stroke characteristic engine, characterized by comprising an urging force applying means for applying an urging force to the vane shaft in a direction opposite to the direction of the maximum load acting on the shaft.
  • the vane hydraulic actuator includes a vane shaft that rotates within a predetermined angle range.
  • a control oil chamber for movement is provided opposite to the vane shaft in the radial direction, and a communicating oil passage that can communicate with the opposed control oil chamber is provided in the vane shaft in the radial direction.
  • a variable stroke characteristic engine is proposed, characterized in that the communication state between the control oil chamber and the communication oil passage is limited before the limit position in the rotational direction.
  • the communication state between one side of the opposed control oil chamber and the communication oil passage is When restricted, the state of communication between the other side of the control oil chamber and the communication oil passage is maintained, and the oil passage of the hydraulic circuit is connected to the other side of the control oil chamber.
  • An engine with variable stroke characteristics is proposed.
  • one of the communicating oil passages communicates with one side of the opposing control oil chamber.
  • the side communication passage half and the other communication passage half communicating with the other side of the opposing control oil chamber of the communication oil passage are each formed in a straight line, and with respect to the one side communication passage half
  • a variable stroke characteristic engine is proposed, characterized in that it is bent at a predetermined angle at the center of the vane shaft at the other side communication passage half force.
  • the hydraulic pressure actuator One assembling workability can be improved.
  • the hydraulic pressure actuator One assembling workability can be improved.
  • the third feature of the present invention it is possible to reduce the number of parts of the hydraulic actuator provided on the control shaft, and to reduce the size and weight of the hydraulic actuator.
  • the hydraulic pressure actuator One assembling workability can be improved.
  • the hydraulic actuator can be fastened as close as possible to the shaft center of the control shaft, and the housing can be further miniaturized.
  • a force S can be provided for stably supporting the hydraulic actuator on the housing.
  • the pair of vane oil chambers of the vane type hydraulic actuator are arranged side by side in the cylinder axis direction of the engine body of the variable stroke characteristic engine, so that the crankshaft of the engine Can be prevented from increasing in width in the direction perpendicular to the horizontal axis.
  • the housing and the crankcase are fastened by a plurality of lateral fastening members from a direction perpendicular to the cylinder axis of the engine body, and at least a part of the fastening members Is installed between a pair of vane oil chambers arranged in the cylinder axial direction, so that the housing and the crankcase improve the support rigidity of the vane hydraulic actuator while suppressing the increase in the width of the engine. be able to.
  • the housing of the actuator and the cover member covering the opening of the housing are fastened by a plurality of crankshaft direction fastening members extending in the crankshaft direction. Since part of the crankshaft direction fastening member is provided between the lateral direction fastening members, it is possible to improve the fastening rigidity of the actuator and the winging while suppressing an increase in the lateral width of the engine.
  • the hydraulic passage for supplying the hydraulic oil to the pair of vane oil chambers is provided in the housing so as to be shifted in the crankshaft direction from the lateral fastening member.
  • the fastening member and the hydraulic passage can be provided close to each other, Suppression of molding becomes even more remarkable.
  • the cylinder axis of the engine body is inclined to one side with respect to the vertical line, and on the other side, the cylinder axis is moved forward into the crankcase below the crankshaft. Since the actuator is provided, the actuator can be arranged by effectively utilizing the dead space that can be secured in the crankcase, and both the increase in the width of the engine and the increase in the height thereof can be suppressed.
  • the pair of vane oil chambers of the vane hydraulic actuator are arranged side by side in a direction perpendicular to the cylinder axis of the variable stroke characteristic engine. Therefore, it is possible to suppress an increase in size of the engine in the height direction.
  • the housing of the vane hydraulic actuator is fastened to the housing receiving portion by a fastening member between the pair of vane oil chambers.
  • the rigidity can be improved, and the height of the support portion of the housing can be shortened. With this, the force S can further suppress the increase in size of the engine in the height direction.
  • the engine body can be prevented from being enlarged in the height direction.
  • the degree of freedom of the engine tilt range can also be secured.
  • the vane of the hydraulic actuator is provided at a position that avoids the radial maximum load direction generated on the vane shaft.
  • the clearance in the radial direction from the vane oil chamber can be set as small as possible, and the performance of the actuator can be improved.
  • the stroke characteristic variable engine force S when the lowest low compression ratio state is reached, the vane is disposed in a direction perpendicular to the direction of the maximum load.
  • the performance improvement of the actuator can be made more remarkable.
  • the housing of the actuator is fastened to the housing receiving portion of the bearing block in a direction opposite to the maximum load direction, so that the rigidity of the housing is further increased by the bearing block. Since there is no vane oil chamber on the opposite side of the maximum load direction, the housing and bearing block can be tightened more firmly. It is easy to ensure the degree of freedom of arrangement of fastening members such as fastening bolts for fastening the bearing block to the housing.
  • the state of communication between the vane oil chamber and the communication oil passage provided in the vane shaft is restricted before the limit position in the rotational direction of the vane shaft of the actuator. Therefore, the maximum load acting on the vane shaft and the urging force in the opposite direction can be generated without making structural changes to the oil passage configuration.
  • the one-side communication passage half communicated with one side of the opposing control oil chamber and the other-side communication passage half communicated with the other side of the opposing control oil chamber are formed in a straight line and bent at a predetermined angle at the center of the vane shaft with respect to the half of the other side communication passage half force S and the half of the one side communication passage. Can be easily formed with high accuracy, and a decrease in the rigidity of the vane shaft can be suppressed.
  • FIG. 1 is a schematic overall perspective view of a variable stroke characteristic engine. (First Embodiment) [FIG. 2] FIG. 2 is a view taken in the direction of arrow 2 in FIG. (First example)
  • FIG. 3 is a cross-sectional view (high compression ratio state) taken along line 3-3 in FIG. (First example)
  • FIG. 4 is a cross-sectional view (low compression ratio state) taken along line 44 of FIG. (First example)
  • FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. (First example)
  • FIG. 6A is a cross-sectional view taken along line 6-6 of FIG. (First example)
  • FIG. 6B is a cross-sectional view (modified example) taken along line 66 in FIG. (First example)
  • FIG. 7 is an enlarged vertical view taken along line 7-7 in FIG. (First example)
  • FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. (First example)
  • FIG. 9 is a perspective view taken along arrow 9 in FIG. (First example)
  • FIG. 10 is an exploded perspective view of the hydraulic actuator. (First example)
  • FIG. 11 is a hydraulic circuit diagram of the control system of the hydraulic actuator. (First embodiment) Park 12] FIG. 12 is a vertical side view of the support portion of the control shaft. (Second embodiment)
  • FIG. 13 is a cross-sectional view taken along line 13-13 in FIG. (Second embodiment)
  • FIG. 14 is a perspective view of the control shaft and the central bearing member. (Second Embodiment) Garden 15] FIG. 15 is an exploded perspective view of the control shaft. (Second embodiment)
  • FIG. 16 is a partially longitudinal side view of the control shaft and the actuator. (Third embodiment)
  • FIG. 17 is a perspective view of the control shaft. (Third example)
  • FIG. 18 is a partially longitudinal side view of the control shaft and the actuator. (Fourth embodiment)
  • FIG. 19 is a longitudinal sectional view of a vane hydraulic actuator.
  • FIG. 20 is a partially longitudinal side view of a variable stroke characteristic engine.
  • FIG. 21 is a vertical side view of a part of the engine body.
  • FIG. 22 is a vertical side view of a part of the engine body. (Eighth embodiment)
  • FIG. 23 is a cross-sectional view of the vane hydraulic actuator corresponding to FIG. 6 of the first embodiment.
  • FIG. 24 is a sectional view of the vane hydraulic actuator corresponding to FIG. 6 in the first embodiment. (Tenth example)
  • FIG. 25 is a diagram for explaining the operation of the vane hydraulic actuator. (Eleventh Example) Sono 26] FIG. 26 is a diagram corresponding to FIG. (Twelfth embodiment)
  • FIG. 27 is a sectional view of the vane hydraulic actuator corresponding to FIG. 6 of the first embodiment. (13th embodiment)
  • FIG. 28 is a sectional view of the vane hydraulic actuator corresponding to FIG. 7 of the first embodiment. (13th embodiment)
  • FIG. 29 is a schematic overall perspective view of a variable stroke characteristic engine. (Fourteenth embodiment) [FIG. 30] FIG. 30 is a view on arrow 30 in FIG. (14th embodiment)
  • Fig. 31 is a cross-sectional view (high compression ratio state) taken along line 31-31 in Fig. 29. (14th implementation Example)
  • Fig. 32 is a cross-sectional view (low compression ratio state) taken along line 32-32 in Fig. 29. (Example 14)
  • FIG. 33 is a sectional view taken along line 33-33 in FIG. (14th embodiment)
  • Fig. 34 is a cross-sectional view taken along line 34-34 in Fig. 33. (14th embodiment)
  • FIG. 35 is an enlarged vertical view taken along line 35-35 in FIG. (14th embodiment)
  • FIG. 36 is a cross-sectional view taken along line 36_36 of FIG. (14th embodiment)
  • FIG. 37 is a schematic perspective view of the engine body. (15th embodiment)
  • FIG. 38 is a cross-sectional view taken along line 38-38 in FIG. (15th embodiment)
  • FIG. 39 is a sectional view taken along line 39-39 in FIG. (15th embodiment)
  • FIG. 40 is a cross-sectional view taken along the line 40-40 in FIG. (15th embodiment)
  • FIG. 41 is a sectional view taken along the line 41-41 in FIG. (15th embodiment)
  • FIG. 42 is a cross-sectional view of the attachment portion of the actuator to the engine body. (16th example)
  • Fig. 43 is a developed perspective view of the vane hydraulic actuator. (Example 17)
  • FIG. 44 is a perspective view of the rotor. (Example 17)
  • Figure 45 is an enlarged longitudinal sectional view of the main part of the vane. (Example 17)
  • FIG. 46 is an explanatory diagram schematically showing the operation. (Example 17)
  • FIG. 47 is a developed perspective view of the vane hydraulic actuator. (Eighteenth embodiment)
  • FIG. 48 is a perspective view of the rotor. (Eighteenth embodiment)
  • FIG. 49 is an enlarged view of 49 in FIG. 47 as seen from the axial direction of the rotor. (Example 18)
  • FIG. 50 is an explanatory view schematically showing the operation. (Eighteenth embodiment)
  • FIG. 51 is a perspective view of the rotor. (Nineteenth embodiment)
  • FIG. 52 is an explanatory view (19th embodiment) schematically showing the operation.
  • (Nineteenth Embodiment) [FIG. 53]
  • FIG. 53 is an enlarged view of a main part of the vane hydraulic actuator.
  • FIG. 54 is an explanatory view schematically showing the operation. (Example 20)
  • Fastening member fastening bolt
  • variable stroke characteristic engine E which is a force applied to the present invention, is for an automobile, and is placed horizontally in an automobile engine room (not shown) (the crankshaft 30 is in the traveling direction of the automobile). It is mounted in the horizontal direction).
  • the crankshaft 30 is in the traveling direction of the automobile. It is mounted in the horizontal direction).
  • the cylinder E is tilted slightly backward, that is, its cylinder axis L L is slightly tilted backward with respect to the vertical line V—V.
  • this variable stroke characteristic engine E is a straight IJ4 cylinder OHC type 4-cycle engine, and its engine body 1 has four cylinders 5 arranged in parallel in the horizontal direction.
  • Cylinder block 2 A cylinder head 3 integrally connected to the deck surface of the cylinder block 2 via a gasket 6, and an upper formed integrally with the lower portion of the cylinder block 2.
  • a block 40 (upper crankcase) and a lower block 41 (lower crankcase) integrally coupled to the lower surface of the block 40 (lower crankcase) are provided.
  • the upper block 40 and the lower block 41 form a crankcase 4.
  • a head cover 9 is crowned on the upper surface of the cylinder head 3 via a seal material 8, and a foil pan 10 is coupled to the lower surface of the lower block 41 (lower crankcase). ing.
  • Pistons 11 are slidably fitted in the four cylinders 5 of the cylinder block 2, and four combustions are made on the lower surface of the cylinder head 3 facing the top surface of the pistons 11.
  • the chamber 12 and an intake port 14 and an exhaust port 15 communicating with the combustion chamber 12 are formed.
  • the intake port 14 has an intake valve 16, and the exhaust port 15 has an exhaust valve 17. It can be opened and closed.
  • a valve operating mechanism 18 for opening and closing the intake valve 16 and the exhaust valve 17 is provided on the cylinder head 3.
  • the valve mechanism 18 is connected to an intake side camshaft 20 and an exhaust side camshaft 21 that are supported by the cylinder head 3 so as to rotate freely, and to an intake side and exhaust side port shafts 22 and 23 provided on the cylinder head 3.
  • the intake side and exhaust side camshafts 20, 21 are pivotally supported so that they can be connected to the intake valve 16 and the exhaust valve 17, and intake side and exhaust side rocker arms 24, 25 are provided.
  • the side and exhaust side camshafts 20 and 21 rotate to pile up the valve closing force of the valve springs 26 and 27 and swing the intake side and exhaust side rocker arms 2 and 25 to intake valve 16 and exhaust valve 17 Open / close operation at a predetermined timing with force S.
  • the intake-side and exhaust-side camshafts 20, 21 are interlocked with a crankshaft 30 to be described later via a conventionally known timing transmission mechanism 28, and the rotation of the crankshaft 30 According to the above, it is designed to be driven at a rotational speed that is 1/2 of that.
  • the valve mechanism 18 is covered with a head cover 9 that is integrally crowned on the cylinder head 3.
  • the cylinder head 3 is provided with a cylindrical plug through cylinder 31 corresponding to the four cylinders, and a spark plug 32 is fitted in the plug through cylinder 31.
  • a plurality of intake ports 14 corresponding to the four cylinders 5 are opened toward the front of the engine body 1, that is, toward the front side of the vehicle, and an intake manifold 34 of the intake system IN is provided there. It is connected. Since the intake system IN has a conventionally known structure, a detailed description thereof will be omitted.
  • a plurality of exhaust ports 15 corresponding to the four cylinders 5 are opened toward the rear surface of the engine body 1, that is, toward the rear side of the vehicle, and there are exhaust manifolds 35 of the exhaust system EX. Is connected. Since this exhaust system EX has a conventionally known structure, its detailed description is omitted.
  • crankcase 4 including the upper block 40 (upper crankcase) and the lower block 41 (lower crankcase) at the bottom of the cylinder block 2 is the cylinder block 2 cylinder.
  • a variable stroke link mechanism LV (described later) that makes the moving stroke of the piston 11 variable
  • a hydraulic actuator AC (described later) for driving it is provided.
  • the lower block 41 is fixed to the lower surface of the upper block 40 formed integrally with the lower portion of the cylinder block 2 with a plurality of connecting bolts 42. It has been determined.
  • the journal shaft 30J of the crankshaft 30 is rotatably supported by a plurality of journal bearing portions 43 formed on the mating surfaces of the upper block 40 and the lower block 41 (see FIG. 8).
  • the lower block 41 is forged and formed into a closed cross-sectional structure having a square shape in plan view, and end bearing members 50 and 51 are provided at the left and right ends thereof, and the middle thereof.
  • the center has a left and right intermediate bearing member 52, 53 force, and a central bearing member 54 (a housing HU, which will be described later) is formed as a bearing cap at the center.
  • the journal shaft 30J of the crankshaft 30 is supported by the receiving members 50 to 54.
  • the central bearing member 54 as the bearing cap is forged and formed separately from the lower block 41.
  • the central bearing member 54 is firmly fixed to the lower block 41 constituting the crankcase 4 by a plurality of lateral fastening members, that is, lateral fastening bolts 56, in a direction perpendicular to the cylinder axis LL.
  • a part of the plurality of lateral fastening members 56 is located between a pair of vertical vane oil chambers 86 provided in a housing HU of a vane-type actuator AC described later.
  • the central bearing member 54 is firmly fixed to the lower surface of the upper block 40 by other fastening bolts 57.
  • the shaft of the crankshaft 30 of the central bearing member 54 as a bearing cap One side portion that is biased from the receiving portion 54A to one side (the front side of the engine body 1) is an enlarging portion 58 having an enlarged vertical width and a thick wall.
  • Couture AC housing HU is molded! /
  • variable link mechanism LV that makes the moving stroke of the piston 11 variable
  • the structure of the crankcase 4, that is, the upper block 40 and the lower block 41 is aligned.
  • the intermediate portions of the triangular lower link 60 are pivotally connected to the plurality of crank pins 30P of the crankshaft 30 rotatably supported on the surface.
  • One end (upper end) of the lower link 60 is pivotally connected via a first connecting pin 62 to the lower end (large end) of an upper link (connecting rod) 61 that is pivotally connected to the piston pin 13 of the piston 11.
  • the upper end of the control link 63 is pivotally connected to the other end (lower end) of each lower link 60 via the second connection pin 64.
  • the control link 63 extends downward, and an eccentric pin 65P of a control shaft 65 (detailed later) is pivotally connected to the lower end of the control link 63.
  • the control shaft 65 is driven within a predetermined angle range (about 90 degrees) by a hydraulic actuator AC (described later in detail), and the control link 63 is driven to swing by the displacement of the eccentric pin 65P.
  • the control shaft 65 rotates between the first position shown in FIG. 3 (the eccentric pin 65P is in the lower position) and the second position shown in FIG. 4 (the eccentric pin 65P is in the left position). Is possible. In the first position shown in FIG.
  • the upper link 61, the first connecting pin 62, the lower link 60, the second connecting pin 64, and the control link 63 constitute a variable stroke link mechanism LV that is effective in the present invention.
  • the control shaft 65 that is connected to the control link 63 and operates the variable stroke link mechanism LV has the same number as the crankshaft 30.
  • the journal shaft 65J and the eccentric pin 65P are alternately connected via the arm 65A to form a crank shape, and the vane type hydraulic actuator AC cylinder is formed between the axial eccentric pins 65P.
  • a cylindrical vane shaft 66 is integrally provided on the same axis.
  • the eccentric pins 65P of the control shaft 65 are directly fixed to the eccentric positions on both sides of the vane shaft 66.
  • the control shaft 65 is biased to one side of the lower block 41 (the front side of the engine body 1), and the journal shaft 65J is a bearing that is fixed to the lower block 41 and a plurality of connecting bolts 68 on its lower surface. It is rotatably supported between block 70.
  • the bearing block 70 that supports the control shaft 65 includes a connecting member 71 that extends in the axial direction of the control shaft 65, and the connecting member 71.
  • the upper surfaces of the plurality of bearing walls 72 and the lower surfaces of the bearing walls 50a, 51a, 52a, 53a extended from the bearing members 50, 51, 52, 53 of the lower block 40 are combined with each other.
  • the plurality of journal shafts 65J of the control shaft 65 are rotatably supported by the bearing portion formed on the surface.
  • the housing receiving portion 73 formed in the bearing block 70 is formed in a concave shape downward in a direction away from the housing HU, and a concave portion G is formed above the concave portion G.
  • the lower portion of the housing HU of the vane hydraulic actuator AC is received, and the lower force S of the housing HU is fastened to the housing receiving portion 73 by a fastening member, that is, a plurality of fastening bolts 74. Therefore, the hydraulic actuator AC housing HU is fastened and supported by the bearing block 70 that supports the control shaft 65.
  • the housing HU of the actuator AC is fastened together with the highly rigid bearing block 70, so that the rigidity of the housing HU itself is increased, and the housing receiving portion 73 of the bearing block 70 has a recess. G is formed, and this recess G is used as a storage space. Since the lower part of the housing HU is accommodated here, the actuator AC can be mounted on the engine body 1 with high rigidity and compactly, which can contribute to the miniaturization of the engine E itself.
  • one side portion of the central bearing member 54 as a bearing cap that is biased from the bearing portion 54A of the crankshaft 30 to one side (the front of the engine body 1) is
  • the enlarging part 58 has an expanded width and a large thickness.
  • the vane hydraulic actuator AC provided coaxially with the control shaft 65 is located below the crankshaft 30 in the crank chamber of the engine body 1.
  • the housing HU is provided in the CC, and is provided in the enlarging portion 58 on one side of a central bearing member 54 (fixed integrally with the upper block 40 and the lower block 41) as the bearing cap.
  • a short cylindrical vane chamber 80 that is open at both end surfaces is formed in the axial center of the housing HU.
  • a vane shaft 66 integral with the control shaft 65 is accommodated, and a phase difference of about 180 ° is provided in the axial central portion of the outer peripheral surface of the vane shaft 66.
  • the left and right side portions of the vane shaft 66 in the axial direction are a plurality of fastening members at the outer peripheral portion of the vane chamber 80 at both side openings of the housing HU. That is, it is rotatably supported by the annular left and right cover members 81 and 82 (left and right vane bearing portions) fixed by the fastening bolts 83 via the surface bearings.
  • the opening side surface of the housing HU is closed by left and right cover body members 81 and 82, and these left and right cover members 81 and 82 form part of the housing.
  • a vane shaft is formed in a pair of fan-shaped vane oil chambers 86 defined by a phase difference of about 180 °.
  • a pair of vanes 87 projecting integrally from the outer peripheral surface of 66 are accommodated, and each vane 87 is oil-tightly partitioned into a fan-shaped vane oil chamber 86 into two control oil chambers.
  • the hydraulic actuator AC housing H that drives the control shaft 65 U can be formed compactly, using a central bearing member of the lower block 41 (formed separately from the lower block 41 and fixed thereto), with less force and fewer parts.
  • the volume occupied by the housing HU in the crank chamber CC can be reduced, and an increase in the bulk of the crankcase can be suppressed.
  • the plurality of fastening members 83 are provided along the axial direction of the crankshaft 30, and constitute a crankshaft direction fastening member.
  • a part of the fastening member 83 is provided so as to cross between the transverse fastening members 56.
  • a pair of vane oil chambers 86 are located in the direction perpendicular to the cylinder axis LL of the engine body 1 in the nose and udging HU. Accordingly, the height H of the housing HU is substantially shorter than the lateral width D thereof.
  • the lower portion of the housing HU is fastened to the housing receiving portion 73 of the bearing block 70 by a fastening member, that is, a plurality of fastening bolts 74, between the pair of vane oil chambers 86. Since the chamber 86 is avoided, it is possible to reduce the vertical width between the housing HU and the housing receiving portion 73 and fasten them with the fastening bolts 74. Therefore, the vane hydraulic actuator AC can be supported by the engine body 1 with its height H shorter than its lateral width D, and the force and housing HU can be It can be firmly fastened to the housing receiving portion 73 while reducing the width.
  • the vane-type hydraulic actuator AC housing HU that drives the control shaft 65 is a central bearing member as a bearing cap of the lower block 41 (formed separately from the lower block 41 and fixed thereto) ) To reduce the volume of the crankcase CC, and the volume of the crankcase can be increased. Can be suppressed.
  • the pair of vane oil chambers 86 may be provided side by side in the vertical direction, that is, in the direction of the cylinder axis LL with the vane shaft 66 interposed therebetween.
  • the vane chamber 80 formed in the housing HU of the actuator AC has a width D4 in the lateral direction (direction perpendicular to the cylinder axis LL) shorter than the width D3 in the vertical direction. Yes.
  • the upper surface of the housing HU formed on the central bearing member 54 has a dovetail force directed from the bearing portion 54A of the crankshaft 30 toward the end portion on the housing HU side.
  • the width D1 of the mounting surface 90 in the direction of the control shaft 65 is wider than the width D2 of the housing HU.
  • a valve unit 92 of the hydraulic control circuit of the hydraulic actuator AC is fixedly supported by a plurality of bolts 91.
  • the valve unit 92 passes through the wall surface of the cylinder block 2 and is formed on the upper surface thereof. Arranged in an exposed state (see Figure 1).
  • the valve unit 92 can be firmly fixed on the mounting surface of the housing HU, and the valve unit 92 is on the mounting wall surface of the cylinder block 2 and is open on all four sides. Actuator AC switching and maintenance are easy.
  • a pair of vane 87 projecting from the outer peripheral surface of the vane shaft 66 is accommodated in the pair of vane oil chambers 86, and the outer peripheral surfaces thereof are
  • the vane oil chamber 86 is in sliding contact with the inner peripheral surface of the vane 6 via a packing, and each vane 87 is oil-tight in each fan-shaped vane oil chamber 86 into two control oil chambers 86a and 86b.
  • hydraulic oil passages 88 and 89 communicating with the control oil chambers 86a and 86b are formed by shifting the positions in the direction of the lateral fastening member 56 and the crankshaft 30.
  • hydraulic passages 88 and 89 Is connected to a solenoid valve V in the valve unit 92 described later. These hydraulic passages 88 and 89 are allowed to overlap each other when viewed from the lateral fastening member 56 and the crankshaft 30 direction. Further, by providing the hydraulic passages 88 and 89 on the inner side of the crankcase 4, that is, at a position close to the crankshaft 30, it is possible to reduce the size of the engine E in the width direction with a force S.
  • the inside of the pair of fan-shaped vane oil chambers 86 formed by the vane shaft 66 of the control shaft 65 and the housing HU in the vertical direction is divided into two control oil chambers 86 by the vanes 87.
  • the control oil chambers 86a and 86b are connected to an oil tank T through a hydraulic circuit described later.
  • the oil driven by motor M Pump P, check valve C, accumulator A, and electromagnetic switching valve V are connected.
  • the oil tank, motor M, oil pump P, check valve C, and accumulator A constitute the hydraulic supply device S and are installed at the appropriate place in the engine body 1.
  • the electromagnetic switching valve V is the same as the valve unit 92 described above. Provided inside.
  • the hydraulic pressure supply device S and the electromagnetic switching valve V are connected by two pipes PI and P2, and the electromagnetic switching valve V and the control oil chamber 86a, 86b of the vane hydraulic actuator AC are hydraulic pressures formed in the housing HU. They are connected by passages 88 and 89 (see Fig. 6B). Therefore, in FIG. 11, when the electromagnetic switching valve V is switched to the right position, the hydraulic oil generated by the oil pump P is supplied to the control oil chamber 86a, and the vane 87 is pushed by the hydraulic pressure, and the control shaft 65 is counterclockwise.
  • the solenoid directional control valve V When the solenoid directional control valve V is switched to the left position, the hydraulic oil generated by the oil pump P is supplied to the control oil chamber 86b, and the vane 87 is pushed by the oil pressure to control the control shaft. As the 65 rotates clockwise, the phase of the eccentric pin 65P of the control shaft 65 changes. As described above, the control link 63 of the variable stroke link mechanism LV is pivotally connected to the eccentric pin 65P of the control shaft 65 so that the control shaft 65 is driven by the drive of the control shaft 65 (about 90 °). The stroke variable link mechanism LV is activated by the phase change of the eccentric pin 65P.
  • the hydraulic actuator AC that drives the control shaft 65 is provided at the center of the control shaft 65, and includes a housing HU provided on the central bearing member 54 and a cover member that covers the opening of the housing HU. 81, 82, and the vane case 79 formed integrally with the inner peripheral surface of the housing HU, and the vane shaft 66 provided integrally with the control shaft 65, thereby reducing the number of parts of the hydraulic actuator AC. It is possible to reduce the power and weight and size, and to improve the assembly work efficiency of the hydraulic actuator.
  • the actuator AC is substantially lateral.
  • the width D4 is shortened compared to the width D3 in the vertical direction.
  • the width of the engine E in the lateral direction perpendicular to the crankshaft 30 is shortened, and the enlargement in the same direction is suppressed.
  • an engine accessory (see Fig. 5) is provided outside the crankcase 4 provided with the actuator AC. (Not shown), an engine accessory is placed above the engine on the other side (front) of the engine E inclined to one side (rear), and a pair of vane oils for the AC Since the chamber 86 is arranged side by side in the axial direction of the cylinder 5, the engine accessory can be arranged close to the actuator AC.
  • the housing receiver UH is disposed between a pair of vane oil chambers 86 arranged side by side in a direction perpendicular to the cylinder axis LL. If the fastening member 74 is fastened to the portion 73, the height of the support portion of the woozing HU can also be shortened, whereby the size of the engine E in the height direction can be further suppressed.
  • the control shaft 65 provided with the hydraulic actuator AC is divided into a first control shaft 65-1 and a second control shaft 65-2 from the center in the longitudinal direction.
  • Disc-shaped cover members 181 and 182 forming a pair of hydraulic actuators AC are concentrically and integrally connected to the connection end surface (end surface of the eccentric pin 65P), and the inner central portion of these force bar members 181 and 182
  • the vane shaft 66 provided with a pair of vanes 87 is fixed by a fastening member, that is, a plurality of bolts 67, so that the first and second control wheels 65-1 and 65-2 can
  • the materials 181 and 182 and the basic wheel 66 are integrated.
  • the bolt 67 does not overlap with the eccentric pin 65P of the control shaft 65, and the first and second control wheels 65-1 and 65-2, and the canopies 181 and 182 and the van
  • the reason 66 can be kneaded and the fastening position can be brought as close as possible to the axis of the control shaft 65.
  • the control shaft 65 passes through the housing HU, and the vane shaft 66 is accommodated in a vane case 79 between which a pair of vane oil chambers 8 is provided. 6, and the vane 87 divides the inside of the vane oil chamber 86 into the two control oil chambers as in the first embodiment.
  • the cover members 181 and 182 are rotatably supported by bearings on both sides of the housing HU via packing 88.
  • the packing 88 is provided on the outer side in the radial direction of the vane 87 and between the housing HU of the actuator AC and the cover members 181 and 182.
  • the actuator AC can be stably supported by the housing HU.
  • the hydraulic actuator AC is reciprocally rotated at a predetermined angle, and the stroke Variable link mechanism LV is activated.
  • the cover member 181, 182 and the vane shaft 66 are formed in the central portion of the control shaft 65, so that the hydraulic actuator AC Can be made smaller and lighter by reducing the number of parts, and the space occupied in the crank chamber CC can be reduced, the degree of freedom of installation can be increased, and the assembly workability is also good. .
  • This third embodiment is a case where a hydraulic actuator AC is provided at the end of the control shaft 65.
  • the journal shaft 65J at the end of the control shaft 65 has a vane shaft 66 with a pair of vanes 87 formed in a body.
  • the hydraulic actuator AC that drives the control shaft 65 is provided at the end of the control shaft 65.
  • the housing HU of the hydraulic actuator AC is fixedly supported at an appropriate position of the engine body 1, and cover members 281 and 282 are fixed to both side surfaces of the housing HU by fastening members, that is, a plurality of bolts 283.
  • the vane shaft 66 at the end of the control shaft 65 is rotatably supported by the cover members 281 and 282.
  • the aforementioned vane type hydraulic drive unit of the hydraulic actuator AC is provided in the vane oil chamber 86 defined by the housing HU and the cover members 281 and 282.
  • the third embodiment also has a control shaft 65 with a hydraulic actuator AC. Since the vane shaft 66 having the vane 87 is formed in the body, the number of parts of the hydraulic actuator AC is reduced, the size and weight are reduced, and the assembling workability can be improved.
  • This fourth embodiment is also a case where a hydraulic actuator AC is provided at the end of the control shaft 65 as in the third embodiment.
  • the journal shaft 65J at the end of the control shaft 65 is formed with a vane shaft 66 provided with a pair of vanes 87 and a cover member 381 of the hydraulic actuator AC.
  • the housing HU of the hydraulic actuator AC is fixedly supported at an appropriate position of the engine body 1, and the end portion of the control shaft 65 integrally formed with the vane shaft 66 and the cover member 381 is assembled to the housing HU.
  • the vane hydraulic drive unit of the hydraulic actuator AC as in the third embodiment is provided in the vane oil chamber 86 defined by the cover member 381.
  • control shaft 65 is integrally formed with the vane shaft 66 and the cover member 381 formed integrally with the vane 87 of the hydraulic actuator AC.
  • the fifth embodiment is characterized by a fastening structure of the central bearing member 54 as a bearing cap with respect to the lower block 41, provided with a vane type hydraulic actuator AC.
  • the two lateral fastening members 56 positioned between the pair of vane oil chambers 86 avoid the vane oil chamber 86.
  • As a bearing cap it is possible to use a long fastening part (screw fastening part) while securing a sufficient thickness between the vane chamber 80 and the engine body 1 without increasing the lateral width.
  • the fastening rigidity of the central bearing member 54, that is, the actuator AC, to the mouth block 41 can be increased.
  • variable stroke link mechanism LV the structure of the variable stroke link mechanism LV is slightly different from that of the first embodiment.
  • Vane type hydraulic actuator The center axis of the AC control shaft 65 is positioned on the crankshaft 30 side, that is, within the crankcase 4 from the pivot connection point by the second connection pin 64 of the lower link 60 and the control link 63. Place on the side. As a result, the engine E is further restrained from increasing the lateral width in the direction perpendicular to the crankshaft 30.
  • this engine E when this engine E is mounted on an automobile, it is placed in a slightly forward tilted posture, that is, its cylinder axis LL is slightly inclined forward with respect to the vertical line V—V. Placed.
  • the crankcase 4 of the engine body 1 projects forward from the cylinder barrel portion, and the vane hydraulic actuator AC is accommodated in the crank chamber CC of the projecting portion.
  • a pair of vane oil chambers 86 that are supported by the engine body 1 and formed in the housing HU thereof are arranged side by side in a direction orthogonal to the cylinder axis LL, and are located in the direction below the cylinder axis LL.
  • the lower part of the HU is fastened to the housing receiver 73 of the bearing block 70 by a fastening member, that is, a plurality of fastening bolts 74 between the pair of vane oil chambers 86.
  • the seventh embodiment can also suppress the increase in the size of the engine E in the height direction, improve the support rigidity of the housing HU, and reduce the front-rear width of the engine E. It ’s the power to do.
  • this eighth embodiment when this engine E is mounted on an automobile, it is slightly tilted backward as in the first embodiment, that is, its cylinder axis LL is tilted slightly backward with respect to the vertical line V-V. Placed in the state.
  • the crankcase 4 of the engine body 1 projects rearward from the cylinder barrel portion, and a vane type hydraulic actuator AC is accommodated in the crank chamber CC of the projecting portion.
  • a pair of vane oil chambers 86 supported by the engine body 1 and formed in the housing HU are arranged side by side in a direction perpendicular to the cylinder axis LL, and the lower part of the housing HU. Is fastened to a housing receiver 73 of the bearing block 70 by a fastening member, that is, a plurality of fastening bolts 74, between the pair of vane oil chambers 86.
  • the eighth embodiment can also suppress the increase in size of the engine E in the height direction, improve the support rigidity of the housing HU, and reduce the front-rear width of the engine E. It ’s the power to do.
  • the ninth embodiment is different from the first embodiment in the oil passage configuration formed in the vane type hydraulic actuator AC. That is, the lower oil passage of the vane shaft 66 is abolished and the vane shaft is removed. This is the case where the oil supply passage is formed only in the housing HU above 66. As shown in FIG. 23, the vane shaft 66 has two communicating oil passages 98 and 99 in the radial direction, shifted in the axial direction. One communication oil path 98 communicates with a pair of control oil paths 86b, and the other communication oil path 99 communicates a pair of control oil paths 86a with each other. As a result, the oil passage formed in the lower portion of the housing HU can be eliminated, and the rigidity of the lower portion of the nose / housing HU can be further improved.
  • the vane 87 of the hydraulic actuator AC is provided at a position avoiding the maximum radial load direction generated on the vane shaft 66, and the vane 87 and the housing HU are The radial clearance with the single chamber 86 can be set small.
  • the vanes 87 respectively accommodated in the pair of vane oil chambers 86 are applied in the direction of the maximum radial load acting on the control shaft 65, that is, the vane shaft 66 (FIG. 2). (Arrowed in the direction of arrow 4a), preferably at a position perpendicular to the direction of action of the maximum load.
  • the maximum load is not applied between the outer peripheral surface of the vane 87 and the inner peripheral surface of the vane oil chamber 86 provided in the housing HU.
  • the concern that the outer peripheral surface of the vane 87 interferes with the inner peripheral surface of the vane oil chamber 86 (the inner surface of the winging HU) is eliminated.
  • the pair of vanes 87 are held close to the stopper surface of the vane oil chamber 86 as shown in FIG.
  • the diameter line connecting the vanes 87 is substantially perpendicular to the direction of action of the maximum load (direction of arrow a in FIG. 24).
  • the pair of vanes 87 can be more reliably prevented from interfering with the housing HU, and the performance of the actuator AC can be improved.
  • the control shaft 65 has a connection point between the lower link 60 and the control link 63, that is, the first link.
  • the outer periphery of the vane 87 and the inner periphery of the housing HU vane oil chamber 87 Since the maximum load does not act between the surfaces, there is an advantage that the clearance between them can be set small.
  • the vane shaft 66 has two communicating oil passages 98, 99 drilled in a cross shape on the diameter line at intervals in the axial direction, and one communicating oil passage 98 is provided.
  • the pair of control oil chambers 86b communicate with each other, and the other communication oil passage 99 communicates the pair of control oil chambers 86a with each other.
  • the vane hydraulic actuator AC housing HU that drives the control shaft 65 is compact using the central bearing member of the lower block 41 (formed separately from the lower block 41 and fixed thereto).
  • the number of components can be reduced, and the volume occupied by the housing HU in the crank chamber CC can be reduced, and the increase in the volume of the crankcase is suppressed.
  • the vane 87 of the vane hydraulic actuator AC is positioned so as to avoid the maximum radial load direction generated on the vane shaft 66 of the control shaft 65. Therefore, the clearance between the outer peripheral surface of the vane 87 and the inner peripheral surface of the vane oil chamber 86 of the housing HU is set to be as small as possible compared to this type of conventional actuator. And the effect of greatly improving the performance of the actuator AC can be achieved.
  • the variable stroke characteristics engine E force When the lowest compression ratio state is reached, the vane 87 is fully loaded. If it is arranged in a direction perpendicular to the direction, the effect becomes even more remarkable.
  • the housing HU of the actuator AC is integrally fastened to the highly rigid bearing block 70 to increase the rigidity of the housing HU itself, and the central housing receiving portion of the bearing block 70 is also provided.
  • the recess G is formed in 73, and the recess G is used as a receiving space, and the lower part of the housing HU is accommodated therein, so that the actuator AC can be mounted on the engine E with high rigidity and compactly. This can contribute to miniaturization of the engine E itself.
  • the fastening bolt 74a provided on the thick wall portion between the adjacent vane oil chambers 86 is replaced with the vane oil chamber 86.
  • the vane shaft 66 has two communicating oil passages 98 and 99 in the radial direction with a space in the axial direction. Drilled in a cross shape, one communication oil passage 98 communicates with a pair of control oil chambers 86b, and the other communication oil passage 99 communicates with a pair of control oil chambers 86a. Then, the hydraulic oil from the hydraulic circuit is selectively supplied to the control oil chambers 86a and 86b, whereby the vane shaft 66 is driven to rotate forward and backward at a predetermined angle.
  • a pair of fan-shaped vane oil chambers 86 formed by the vane shaft 66 of the control shaft 65 and the housing HU are divided into two control oil chambers 86a and 86b by vanes 87, respectively. These control oil chambers 86a and 86b are connected to the oil tank T via a hydraulic circuit.
  • An oil pump P driven by a motor M, a check valve C, an accumulator A, and an electromagnetic switching valve V are connected to the hydraulic circuit.
  • the check valve C and the accumulator A constitute a hydraulic pressure supply device, which is provided at an appropriate position on the engine body 1, and the electromagnetic switching valve V is provided inside the valve unit 92.
  • the hydraulic supply unit S and the electromagnetic switching valve V are connected by two oil passages PI and P2, and the electromagnetic switching valve V and the control oil chamber 86a, 86b of the vane hydraulic actuator AC are two oils. Connected by routes P3 and P4.
  • the solenoid valve V When the solenoid valve V is switched to the right position, the hydraulic oil generated by the oil pump P is supplied to the control oil chamber 86b, and the vane 87 is pushed by the hydraulic pressure, causing the control shaft 65 to rotate clockwise and vice versa.
  • the hydraulic oil generated by the oil pump P that switches the electromagnetic switching valve V to the left position is supplied to the control oil chamber 86a, and the vane 87 is pushed by the hydraulic pressure and the control shaft 65 rotates counterclockwise.
  • the phase of the eccentric pin 65P of the control shaft 65 changes.
  • the control link 63 of the variable stroke link mechanism LV is pivotally connected to the eccentric pin 65P of the control shaft 65 so that the control shaft 65 can be swung.
  • 65 Stroke Variable Link Mechanism LV is activated by changing the phase of 65 eccentric pin 65P.
  • the vane shaft 66 is connected to the direction of the connecting point between the lower link 60 and the control link 63, that is, the second connecting pin 64.
  • the maximum load F ' (maximum when the engine is operated in the low compression ratio state) is exerted through the control link 63 in the direction (arrow a direction in Fig. 25), and this maximum load F' is applied to the vane shaft 66 Force that increases the friction between the bearing surfaces of the vane chamber 80
  • a biasing force is applied by the communication oil passage 99 formed on the vane shaft 66 and the inner peripheral surface of the vane chamber 80.
  • a biasing force F (in the direction of arrow b in FIG. 25) opposite to the maximum load ⁇ (in the direction of arrow a in FIG. 25) is applied to the vane shaft 66, so that the friction can be reduced.
  • a biasing force F in the direction of arrow b in FIG. 25
  • ⁇ in the direction of arrow a in FIG. 25
  • FIG. 66 One to the action of the cushion mechanism as a biasing force application means BI to be applied to the maximum load in the direction opposite direction over emissions shaft 66 base a biasing force of acting on! /, Te will be explained.
  • the communication oil passage 99 is connected to the vane chamber.
  • the vane oil chambers 86a and 86a facing each other are closed, the one vane oil chamber 86a is sealed, and the other vane oil chamber 86a is open to the atmosphere (oil tank). Therefore, the oil pressure pi 'in one vane oil chamber 86a becomes high pressure, and the oil pressure pi in the other vane oil chamber 86a becomes low pressure (atmospheric pressure).
  • the friction between the bearing surfaces of the vane shaft 66 and the control shaft 65 in the maximum load direction can be reduced, so that the responsiveness of the vane hydraulic actuator AC can be improved.
  • the increase in driving force of the actuator AC can be suppressed, and the possibility of oil film breakage on the bearing surfaces of the vane shaft 66 and the control shaft 65 can be suppressed.
  • the vane oil chamber 86 communicates with the communication oil passage 99 provided in the vane shaft 66 before the limit position (low compression ratio position) in the rotational direction of the vane shaft 66 of the actuator AC. Since the condition is limited, it is possible to generate an urging force in the direction opposite to the maximum load acting on the vane shaft 66 without making a structural change to the oil passage configuration.
  • the communication oil passage 99 constituting the urging force applying means BI is formed in a straight line in the radial direction of the vane shaft 66, so that the processing time can be shortened, and the force and the vane shaft can be reduced.
  • the reduction in rigidity of 66 can be suppressed, and a blind plug is unnecessary as compared with the case where the communication oil passage 99 is formed by connecting a plurality of oil passages in a cross shape.
  • the other communication passage half 99B that communicates with each other is formed in a straight line, and the other communication passage half 99B has a predetermined angle at the center of the vane shaft 66 with respect to the one communication passage half 99A. And the bending angle of the communication path 99 is set to 160 to 170 °.
  • the same vane shaft 66 as in the eleventh embodiment is rotated clockwise as shown in FIG. 26 (A), and the actuator AC is driven. If the vane shaft 66 continues to rotate in the clockwise direction and the vane 87 reaches the limit position (low compression ratio change end position), as shown in FIG. One open end is closed by the inner peripheral surface of the vane chamber 80, while the other open end communicates with the other vane oil chamber 86a. As a result, as in the first embodiment, the force S that generates the urging force F in the direction opposite to the maximum load ⁇ is applied to the vane shaft 66.
  • the one-side communication passage half 99A communicating with one side of the opposing control oil chamber 86a and the other-side communication passage half 99B communicating with the other side of the opposite control oil chamber 86a are each linear.
  • the other side communication path half-portion 99B forces s, since it is bent at a predetermined angle at the center of the vane shaft 66, pressurizes the communicating oil passage 99 D) It can be formed easily with high accuracy, and a decrease in the rigidity of the vane shaft 66 can be suppressed.
  • the maximum load generated on the control shaft 65 is received between the bearing portion of the housing HU and the vane shaft 66, so that the vane 87 does not interfere with the housing HU.
  • the position can be freely set, and as shown in FIGS. 27 and 28, between the inner peripheral surface of the vane chamber 80 and the outer peripheral surface of the vane shaft 66, A pair of fan-shaped vane oil chambers 86 are defined with a phase difference of about 180 °, and a pair of vane chambers 86 projecting integrally from the outer peripheral surface of the vane shaft 66 in these vane oil chambers 86.
  • Each of 87 is accommodated, and its outer peripheral surface is in sliding contact with the inner peripheral surface of vane oil chamber 86.
  • Each vane 87 oil-tightly divides the fan-shaped vane oil chamber 86 into two control oil chambers 86a and 86b.
  • the vane shaft 66 has two communicating oil passages 98, 99 formed in a cross shape on the diameter line at intervals in the axial direction, and one communicating oil passage 98 has a pair of control oil chambers. 86b communicates with each other, and the other communication oil passage 99 communicates the pair of control oil chambers 86a with each other.
  • the radial clearance C1 between the bearing surfaces of the vane bearing portions 81 and 82 of the housing HU and the left and right bearing portions of the vane shaft 66 is the inner circumferential surface of the vane oil chamber 86.
  • the radial clearance C2 between the outer peripheral surfaces of the vanes 87 is set to be smaller. This prevents the outer peripheral surface of the vane 87 from interfering with the inner peripheral surface of the vane chamber 80 when a radial offset load is applied to the vane shaft 66. For example, the outer peripheral surface of the vane 87 and the vane oil chamber can be prevented. 86 It is possible to prevent the “galling phenomenon” between the inner peripheral surfaces.
  • the control shaft 65 has a direction of a connection point between the lower link 60 and the control link 63, that is, a second connection pin. Force at which the maximum load is applied through the control link 63 in the direction of 64 (Fig. 27: general arrow a).
  • the vane 87 is There is no interference with the inner peripheral surface of the oil chamber 86. Therefore, the vane-type actuator AC can freely set the arrangement of the vane oil chamber 86 and the vane 87.
  • a clearance C3 is formed between the bearing surface of the bearing wall 72 that supports the control shaft 65 and the outer peripheral surface of the control shaft 65.
  • the radial clearance between the inner peripheral surface of the vane oil chamber 86 and the outer peripheral surface of the vane 87 is smaller than C2 (C3 ⁇ C2), so that the maximum load generated on the control shaft 65 is less than the control shaft 65. Can be received between the bearing surface of the bearing wall 72 and the control shaft 65 to prevent the vane 87 from interfering with the housing HU.
  • the clearance C1 between the bearing surface of the housing HU and the outer peripheral surface of the left and right bearings of the vane shaft 66 is controlled.
  • the clearance between the bearing surface of the bearing wall 72 that supports the shaft 65 and the outer peripheral surface of the control shaft 65 is smaller than the clearance C3 (C1 ⁇ C3).
  • the vane shaft 66 can be less deformed, such as deflection, than the control shaft 65, and the force S can be reduced to reduce the clearance C1, and the play of the vane 87 can be suppressed.
  • Vane Room 80 Scenery I ⁇ Improves life.
  • the radial clearance C1 between the bearing surfaces of the vane bearings 81 and 82 of the housing HU and the outer peripheral surface of the vane shaft 66 is set within the vane oil chamber 80. Because the radial clearance between the peripheral surface and the outer peripheral surface of the vane 87 is smaller than C2 (C1 ⁇ C2), the maximum load generated on the control shaft 66 is received between the bearing surface of the housing HU and the vane shaft 66. Since the maximum load does not interfere with the outer peripheral surface of the vane 87 and the inner peripheral surface of the vane chamber 80, the positions of the vane chamber 80 and the vane 87 can be freely set.
  • the maximum load generated on the control shaft 65 can be applied between the bearing surface of the bearing wall 72 that supports the control shaft 65 and the control 65 shaft, and the vane 87 does not interfere with the housing HU.
  • the position of the vane 87 can be set freely.
  • the bearing spacing force of the bearing portion of the vane shaft 66 is shorter than the bearing spacing of the journal shaft portion 65J of the control shaft 65, so that the vane shaft 66 is less deformed such as deflection than the control shaft 65. Therefore, the radial clearance between the bearing surface of the housing HU and the outer peripheral surface of the vane shaft 66 can be reduced to suppress the fluctuation of the vane (backlash), and thereby the clearance between the vane 87 and the housing HU. Can be set small to improve the sealing performance of the vane chamber 80.
  • the rigidity of the vane 87 can be ensured while suppressing the friction of the journal shaft 65J of the control shaft 65 (because the bearing area can be reduced because the diameter is small) (the bearing area is secured if the diameter is large).
  • the increase in the width of the vane shaft 66 in the crankshaft direction can be suppressed.
  • the mounting AC of the actuator AC that operates the variable stroke linkage LV is attached to the highly rigid engine body 1 to increase the mounting rigidity of the actuator AC. It is a thing.
  • variable stroke characteristic engine E is the same in-line four-cylinder OHC type four-site engine as in the first embodiment, and therefore detailed description thereof is omitted.
  • crankcase 4 including the upper block 40 (upper crankcase) at the lower part of the cylinder block 2 and the lower block 41 (lower crankcase)
  • the cylinder 5 protrudes forward (front of the vehicle), and in the crank chamber CC of the extended portion 36, a variable stroke link mechanism LV is provided that makes the moving stroke of the piston 11 variable.
  • the lower front surface 90 of the main body 1 is provided with an actuator AC for driving it, and this actuator AC is arranged below the crankshaft 30.
  • the lower block 41 is fixed to the lower surface of the upper block 40 formed integrally with the lower portion of the cylinder block 2 with a plurality of connecting bolts 42. .
  • the journal shaft 30J of the crankshaft 30 is rotatably supported by a plurality of journal bearing portions 43 formed on the mating surfaces of the upper block 40 and the lower block 41 (see FIG. 36).
  • the lower block 41 is forged and formed in a closed cross-sectional structure having a square shape in plan view, and end crank bearing members 50 and 51 are provided at the left and right ends thereof, and in the middle thereof.
  • the left and right intermediate crank bearing members 52 and 53 are provided at the center, and the central crank bearing member 54 is provided at the center thereof.
  • the crankshaft 30 is connected to the journal shaft 30J by the crank bearing members 50 to 54. Is supported rotatably.
  • variable stroke link mechanism LV for changing the compression ratio between the high compression ratio and the low compression ratio by changing the position of the top dead center and the bottom dead center of the piston 11 is the same as in the first embodiment. Therefore, detailed description thereof is omitted.
  • the control shaft 65 which is connected to the control link 63 and operates the variable stroke link mechanism LV, is similar to the crankshaft 30 and includes a plurality of journal shafts 65J and eccentric pins 65P. Are connected alternately via arms 65A to form a crank shape.
  • the control shaft 65 is connected to an actuator AC at one end, and is reciprocated within a predetermined angle range by the actuator AC.
  • the control shaft 65 is arranged in parallel with the crankshaft 30, and below the crankshaft 30, rotates between the mouth block 41 and the bearing block 70 fixed to the lower surface thereof by a plurality of connecting bolts 74. It is supported to roll freely.
  • the bearing block 70 that supports the control shaft 65 includes a connecting member 71 that extends in the axial direction of the control shaft 65, and a plurality of members that are erected integrally with the connecting member 71 at intervals in the longitudinal direction.
  • the bearing wall 72 is formed in a block shape so as to ensure high rigidity, and is formed on a mating surface between the upper surfaces of the plurality of bearing walls 72 and the lower surfaces of the crank bearing members 50 to 54 of the lower block 40.
  • a plurality of journal shafts 65J of the control shaft 65 are rotatably supported via surface bearings!
  • the end crank bearing member 50 and the intermediate crank bearing member 52 which are adjacent to each other include a high-rigidity bearing wall 5.
  • 0a and 52a are molded into the body, and uneven surfaces 55 are formed on both outer side surfaces in the width direction of these high-rigidity bearing walls 50a and 52a. This increases the penetration strength.
  • the crank bearing members 50 and 52 are formed of an aluminum alloy material
  • the high-rigidity bearing walls 50a and 52a are formed of an iron material or a fiber reinforced composite material (FRM).
  • the upper surfaces of the high-rigidity bearing walls 50a and 52a are in direct contact with the lower surface of the upper block 41, and are fastened to the upper block 41 by a plurality of fastening bonuses 57. ing.
  • the semi-circular lower half of the journal bearing 45 of the crankshaft 30 is formed on one side of the upper surface of the high-rigidity bearing walls 50a and 52a, and the journal bearing of the control shaft 65 is formed on the other side of the lower surface.
  • a semicircular upper half is formed.
  • the crankshaft 30 and the control port single shaft 65 are supported by high-rigidity bearing walls 50a and 52a.
  • the end crank bearing member 50 and the intermediate crank bearing member 52 that are adjacent to each other are specified.
  • the mounting rigidity of the actuator AC housing HU can be increased by securing the support rigidity of the crankshaft 30 and the control shaft 65 by molding the high rigidity bearing walls 50a and 52a. .
  • the bearing block 70 that is fastened to the lower surface of the lower block 41 and supports the control shaft 65 in cooperation with the lower block 41 may be formed of the same material as the lower block 41. You may form with the same material as the said highly rigid bearing walls 50a and 52a.
  • the actuator AC for driving the control shaft 65 is integrally supported by being biased to one side of the front side of the lower block 41 of the engine body 1 and the direction of the crankshaft 30.
  • the housing HU of the actuator AC is fixed to the front face 90 of the lower block 41 by a plurality of fastening boreholes 56 that pass through the housing HU and the lower block 41 and are fastened to the high-rigidity bearing walls 50a, 52a. Therefore, the actuator AC housing HU can be mounted on the high-rigidity bearing walls 50a and 52a to increase the mounting rigidity thereof.
  • the housing HU of the actuator AC and the high-rigidity bearing walls 50a and 52a are fastened to the lower block 41 by a plurality of fastening members 56, whereby the number of fastening members 56 can be reduced.
  • the actuator AC a conventionally known one such as a vane hydraulic motor, an electric motor, or a hydraulic cylinder is used.
  • the drive sector gear 67 fixed to the outer end of the output shaft 66 of the actuator AC is engaged with the driven sector gear 68 fixed to the outer end of the control shaft 65, and the actuator AC With this driving, the control shaft 65 can be rotated forward and backward within a predetermined angle range, and the stroke variable link mechanism LV can be driven.
  • the drive and driven sector gears 67 and 68 are covered with a cover body 69 that is bolted to the end surface of the engine body 1 via a chain case 29.
  • the actuator AC can be attached to the high-rigidity crank bearing members 50 and 52, so that the attachment rigidity can be improved.
  • the fastening rigidity of the crank bearing members 50 and 52 can be further improved by fastening the crank bearing members 50 and 52 to the high rigidity bearing walls 50a and 52a.
  • the AC housing HU has a plurality of high rigidity! /, Crank bearing members.
  • the housing HU of the actuator AC acts as a connecting member that connects the plurality of crank bearing members 50 and 52, and the support rigidity of the crankshaft 30 is also improved.
  • crank bearing members 50, 52 are formed integrally with the lower block 41 constituting the engine body 1, and the high-rigidity bearing walls 50a, 52a having higher rigidity than the lower block 41 are inserted therein. Since the actuator AC housing HU is supported by the lower block 41 by the fastening member 56 fastened to the high-rigidity bearing walls 50a and 52a, the fastening rigidity of the actuator AC to the engine body 1 is greatly improved. As a result, the mounting rigidity of the AC actuator and the rigidity of the lower block 41 are both improved.
  • the housing HU of the actuator AC and the high-rigidity bearing walls 50a, 52a are fastened together with the crank bearing members 50, 52 by the fastening member 56, so that the lower block 41 of the actuator AC is moved to.
  • the fastening rigidity of the engine body 1 can be improved, the number of fastening members 56 can be reduced, the number of parts can be reduced, and the size of the engine body 1 in the direction crossing the crankshaft 30 can be suppressed.
  • the actuator AC is fixed by the lower front portion of the engine body 1, that is, the front surface of the lower block 90 mm, and a plurality of fastening bolts 56.
  • crank bearing members 50 to 50 formed on the lower block 41
  • left and right end crank bearing members 50, 51 excluding the central bearing member 54 and intermediate crank bearing members 52, 53 are selected, and high rigidity bearing walls 50a, 51a, 52a, 53a (the first implementation described above) are selected.
  • the same as the high-rigidity bearing walls 50a and 52a in the example) are molded and the actuator AC is fixed by a plurality of fastening bolts 56 fastened to the high-rigidity bearing walls 50a to 53a. That is, as shown in FIG. 39, the plurality of fastening bolts 56 are formed from the outside of the actuator AC by a plurality of fastening bolts 56 penetrating through the housing HU and the crank bearing members 50 to 53 (lower block 41).
  • the housing HU of the actuator AC is divided into a first housing HU1 and a second housing HU2, which are integrally coupled by a plurality of connecting bolts 101.
  • a drive shaft 100 extending in the direction of the crankshaft 30 is connected to the output shaft 66 of the actuator AC.
  • the drive shaft 100 is rotatably supported in the housing HU via a bearing, and a pair of drive sector gears 67 are fixed to an intermediate portion thereof. These drive sector gears 67 are respectively engaged with a pair of driven sector gears 68 fixed to an intermediate portion of the control shaft 65.
  • the control shaft 65 is the same as that in the first embodiment. Drive forward and reverse at a predetermined rotation angle.
  • the cover covering the control shaft 65 is formed integrally with the chain case 29, and the increase in the number of parts is suppressed.
  • a coil spring 102 is provided at one end of the drive shaft 100.
  • the coil spring 102 has one end engaged with the drive shaft 100 and the other end engaged with a fixed part such as the lower housing 41, and urges the drive shaft 100 to rotate in one direction.
  • the compression ratio of the link mechanism LV can be changed quickly.
  • the coil spring 102 urges the control shaft 65 in the rotational direction toward the high compression ratio side via the drive shaft 100, so that the compression from the low compression ratio to the high compression ratio is performed. Ratio changes are made to occur quickly.
  • the housing HU of the actuator AC includes the fastening members 56, which are fastened to the high-rigidity bearing walls 50a to 53a inserted into the crank bearing members 50 to 53, respectively. Since it is fixed to the crank bearing members 50 to 53, the mounting rigidity of the actuator AC to the engine body 1 is increased.
  • FIG. 42 is a cross-sectional view (corresponding to FIG. 6) of the attachment portion of the actuator AC to the engine body 1.
  • crank bearing members 50 to 53 when the crank bearing members 50 to 53 are used as bearing caps, the deep skirt portion 4 'faces downward in the crankcase 4 of the cylinder block 2.
  • the oil pan 10 is fixed to the lower end.
  • Crank bearing members 50 to 53 fixed to the crankcase 4 are accommodated in the deep skirt portion 4 ′.
  • the bearing members 50 and 52 (or 50 to 53) and the housing HU of the actuator AC are fastened and fixed to the crankcase 4 by a plurality of fastening bolts 56.
  • the vane type hydraulic actuator AC shown in Fig. 43 drives the control shaft 65 of the variable stroke characteristic engine.
  • the rotor 202 is connected to the eccentric pin 65P of the control shaft 65, and the rotor 202 is set in a predetermined manner.
  • the main component is a housing HU that is rotatably held in the angle range.
  • the hydraulic actuator AC of this embodiment is used as a vane hydraulic actuator that drives a variable stroke link mechanism LV of a variable stroke characteristic engine. This is especially effective when the actuator AC is installed directly on the control shaft (when receiving a load directly).
  • the rotor 202 has a main body 204 having a pair of vanes 87 projecting from the outer periphery of the rotor 202 at an interval of 180 °, and vane shafts 66, 66 projecting left and right from both ends of the main body 204.
  • the housing HU includes a housing main body 207 that houses the main body portion 204 of the rotor 202, and left and right side plates 208 and 209 fastened to the left and right end surfaces of the housing main body 207.
  • a first hydraulic chamber 211 and a second hydraulic chamber 212 defined by a vane 87 are formed in the housing body 207, and hydraulic oil (engine oil) is supplied to the hydraulic chambers 211 and 212 from a hydraulic source.
  • the vane 87 (that is, the rotor 202) is rotationally driven.
  • the left and right side plates 208 and 209 are respectively formed with holding holes 213 and 214 for fitting the rotor wheels 66 and 66 (see FIG. 43). It is a rubber seal fitted to the end face of the right side plate 209, and the same rubber seal is also attached to the left side plate 208.
  • Fig. 44, 45 ⁇ As shown, the left and right end faces of the vane 87 (the end face in the direction of the vehicle) 203a, 203b (Communication means) A plurality of 221 and 222 (5 in the illustrated example) are formed respectively, and a communication groove (communication means) that communicates the oil introduction grooves 221 and 222 with the outer peripheral surface 203c of the vane 87. 223 is formed. [0182] When the vane hydraulic actuator AC is operated, the pressure difference between the first hydraulic chamber 211 and the second hydraulic chamber 212 may become very large. For example, as shown in FIG.
  • the state in which the hydraulic pressure P1 on the first hydraulic chamber 211 side is larger than the hydraulic pressure P2 on the second hydraulic chamber 211 depends on the combustion pressure of the engine when the variable stroke link mechanism LV is operating, etc. This occurs when torque that rotates 87 toward the first hydraulic chamber 211 is input via each link or control shaft, especially when the vane 87 is held at a predetermined position (such as the center of the vane chamber). .
  • the vane 87 is formed with oil introduction grooves 221 and 222 on the left and right end faces 203a and 203b, and a communication groove that connects the oil introduction grooves 221 and 222 to the outer peripheral surface 203c.
  • the hydraulic oil in the right wedge-shaped space 232 that has become high pressure passes through these oil introduction grooves 221 and 222 and the communication groove 223, as shown by the middle arrow in FIG. It flows into space 231.
  • the pressure difference between the left and right wedge-shaped spaces 231 and 232 becomes small, and the force pressing the left end face 203a of the vane 87 against the left side plate 208 becomes very weak.
  • the vane hydraulic actuator AC of this embodiment is also different in the following points in that it has substantially the same configuration as that of the 17th embodiment. That is, in the actuator AC of the eighteenth embodiment, as shown in FIG. 48, a rectangular groove 241 reaching the left and right end faces 203a, 203b is formed at the center in the circumferential direction of the vane 87, and the rectangular groove 241 has a shaft. A directional seal 242 and a seal spring 243 are housed.
  • the left and right end surfaces 203a and 203b of the vane 87 are formed with a plurality of (six in the illustrated example) radial oil introduction grooves 221 and 222, which are directed to the inner peripheral surface from the outer peripheral surface.
  • the outer peripheral surface 203c of the vane 87 and the inner peripheral surface 207a of the housing body 207 are opposed to each other with a predetermined gap 244 (communication means), while the axial seal biased by the seal spring 243 is used. 242 is in sliding contact with the inner peripheral surface 207a of the housing body 207.
  • the hydraulic pressure P1 on the first hydraulic chamber 211 side becomes larger than the hydraulic pressure P2 on the second hydraulic chamber 212 side, and in this state, the vane 87 (that is, the rotor) 202) is slightly tilted counterclockwise in the figure, as shown by the arrow in FIG. 50, the hydraulic oil in the first hydraulic chamber 211 that has become high pressure passes through the gap 244 and the oil introduction groove 221 on the left side. Flow into the left wedge-shaped space 231.
  • the pressure difference between the left and right wedge-shaped spaces 231 and 23 2 is the same as in the seventeenth embodiment, and the force pressing the left end face 203a of the vane 87 against the left side plate 208 becomes very weak.
  • the vane 87 and the left side plate 208 are no longer worn or galvanized.
  • the nineteenth embodiment is different in the position and number of oil introduction grooves and communication grooves formed in the force vane 87, which has the same overall configuration as that of the seventeenth embodiment. .
  • three oils are introduced from the first hydraulic chamber 211 side to the center side of the vane 87, respectively.
  • 221a to 221c, 222a to 222c and communication ⁇ 223a ⁇ 22 3c is formed.
  • the widths of the grooves 221a to 221c, 222a to 222c, and the connections and grooves 223a to 223c increase from the second hydraulic pressure 212 side to the first hydraulic chamber 21 1 side. ing.
  • the hydraulic pressure P1 on the first hydraulic chamber 211 side becomes larger than the hydraulic pressure P2 on the second hydraulic chamber 112 side, and in this state, the vane 87 (ie, When the rotor 202) is slightly tilted counterclockwise in the figure, as shown by the arrow in FIG. 52, the hydraulic oil in the right wedge-shaped space 232, which has become high pressure, flows into the oil introduction grooves 221a to 221c, 222a to 222c. And flow into the wedge-shaped space 231 on the left side through the communication grooves 223a to 223c.
  • the high effect of the communication effect; the direction of the U pressure chamber 211, the force, and the width of the groove, 221a to 221c, 222a to 222c and the communication, the groove 223a to 223c As a result, the pressure difference between the left and right model empty spaces ⁇ 1231, 2323 ⁇ 4 (7) 3 ⁇ 4 was reduced in a shorter time, and the operation of the rotor 202 could be made even smoother.
  • the nineteenth embodiment since there is no oil introduction groove or communication groove on the second hydraulic chamber 212 side where the communication effect is low, the strength and rigidity of the vane 87 are reduced, and the strength and rigidity are suppressed.
  • the force S was used to reduce the amount of hydraulic oil flowing out from the first hydraulic chamber 211 side to the second hydraulic chamber 212 side.
  • the twentieth embodiment is different in the position and number of oil introduction grooves formed in the force vane 87 having the same overall configuration as that of the eighteenth embodiment. That is, in the vane 87 of the twentieth embodiment, three oil introduction ports 221a to 221c and 222a to 222c are formed from the first hydraulic chamber 211 side to the installation site of the axial seal 242. These oil-introducing oils 221a to 221c and 222a to 222c are installed in the width direction wheel-side direction 242, and the position force increases toward the U pressure chamber 211 side.
  • the hydraulic pressure P1 on the first hydraulic chamber 211 side becomes larger than the hydraulic pressure P2 on the second hydraulic chamber 212 side, and in this state, the vane 87 (that is, the rotor) 202) is slightly tilted counterclockwise in the figure, as shown by the arrow in FIG. 54, the hydraulic oil in the first hydraulic chamber 211, which has become high pressure, flows between the gap 244 and the left oil introduction grooves 221a to 221c. Into the wedge-shaped space 231 on the left side.
  • the width of the oil introduction grooves 221a to 221c increases toward the first hydraulic chamber 211 side having a high communication effect, the hydraulic pressure difference between the left and right wedge-shaped spaces 231 and 232 becomes smaller in a shorter time. Therefore, the operation of the rotor 202 can be made even smoother. I was able to. Further, in the twentieth embodiment, since the oil introduction groove does not exist on the second hydraulic chamber 212 side where the communication effect is low, the strength and rigidity of the vane 87 are prevented from being reduced, and the first hydraulic chamber 211 to the first hydraulic chamber 211 are reduced. 2The amount of hydraulic oil flowing into the hydraulic chamber 212 could be reduced.
  • a separate vane case may be fixed to the force housing in which the vane case is integrally formed with the housing.
  • the above embodiment can be applied to the force S described in the case where the present invention is applied to an engine placed horizontally in a vehicle, and to an engine placed vertically in a vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Hydraulic Motors (AREA)

Abstract

Selon le mode de réalisation de cette invention, dans un moteur qui présente des caractéristiques de courses variables, un piston (11) et un vilebrequin (30) sont reliés à un arbre de commande (65) par l'intermédiaire d'un mécanisme articulé à courses variables (LV), lequel mécanisme est actionné par un actionneur hydraulique (AC) qui entraîne l'arbre de commande (65) de telle sorte que le déplacement de la course du piston (11) peut être modifié. L'actionneur hydraulique (AC) comprend un logement (HU), un couvercle conçu pour recouvrir l'ouverture du logement, un boîtier à volet mobile formé d'un bloc dans le logement (HU), et une tige (66) de volet mobile disposée dans le boîtier à volet mobile. La tige (66) de volet mobile est formée d'un bloc avec l'arbre de commande (65), le nombres d'éléments de l'actionneur hydraulique (AC) pouvant ainsi être réduit et la facilité d'assemblage peut ainsi être améliorée.
PCT/JP2007/067220 2006-09-12 2007-09-04 Moteur présentant des caractéristiques de courses variables WO2008032609A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP07806675.0A EP2063086B1 (fr) 2006-09-12 2007-09-04 Moteur présentant des caractéristiques de courses variables
US12/440,136 US20100192915A1 (en) 2006-09-12 2007-09-04 Variable stroke characteristic engine

Applications Claiming Priority (16)

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JP2006247263A JP4810370B2 (ja) 2006-09-12 2006-09-12 ストローク特性可変多気筒エンジン
JP2006-247263 2006-09-12
JP2006-253135 2006-09-19
JP2006253135A JP2008075694A (ja) 2006-09-19 2006-09-19 ベーン式油圧アクチュエータ
JP2006-259579 2006-09-25
JP2006259581A JP4815313B2 (ja) 2006-09-25 2006-09-25 ストローク特性可変エンジンにおけるベーン式油圧アクチュエータの取付構造
JP2006259579A JP4815312B2 (ja) 2006-09-25 2006-09-25 ストローク特性可変エンジンにおけるベーン式油圧アクチュエータの取付構造
JP2006-259577 2006-09-25
JP2006-259580 2006-09-25
JP2006-259581 2006-09-25
JP2006259577A JP4625437B2 (ja) 2006-09-25 2006-09-25 ストローク特性可変エンジン
JP2006259580A JP4690986B2 (ja) 2006-09-25 2006-09-25 ストローク特性可変エンジンにおけるベーン式油圧アクチュエータの取付構造
JP2006-278791 2006-10-12
JP2006278791A JP4810390B2 (ja) 2006-10-12 2006-10-12 ストローク特性可変エンジンのアクチュエータ構造
JP2006326100A JP2008138607A (ja) 2006-12-01 2006-12-01 ストローク特性可変エンジン
JP2006-326100 2006-12-01

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CN102230447B (zh) * 2011-06-02 2013-02-06 张家港圣美意机械有限公司 液压马达
CN102926923B (zh) * 2011-06-02 2015-04-08 张家港圣美意机械有限公司 液压马达
CN102926924B (zh) * 2011-06-02 2015-04-08 张家港圣美意机械有限公司 液压马达
EP3351765B1 (fr) * 2015-09-16 2019-05-08 Nissan Motor Co., Ltd. Procédé pour serrer un boulon pour une liaison inférieure
DE102016113646B4 (de) * 2016-07-25 2020-04-23 Hilite Germany Gmbh Exzenter-Verstelleinrichtung zur Verstellung einer effektiven Pleuellänge eines Pleuels einer Brennkraftmaschine
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