CN101418721B - Multi-link engine - Google Patents
Multi-link engine Download PDFInfo
- Publication number
- CN101418721B CN101418721B CN200810173229XA CN200810173229A CN101418721B CN 101418721 B CN101418721 B CN 101418721B CN 200810173229X A CN200810173229X A CN 200810173229XA CN 200810173229 A CN200810173229 A CN 200810173229A CN 101418721 B CN101418721 B CN 101418721B
- Authority
- CN
- China
- Prior art keywords
- link
- engine
- piston
- center
- swing
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
Links
- 230000006835 compression Effects 0.000 claims description 14
- 238000007906 compression Methods 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 13
- 238000002485 combustion reaction Methods 0.000 claims description 9
- 238000010586 diagram Methods 0.000 description 13
- 230000010355 oscillation Effects 0.000 description 6
- 230000000052 comparative effect Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000005484 gravity Effects 0.000 description 3
- 230000015556 catabolic process Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
Images
Classifications
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Transmission Devices (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
The present invention provides a multi-link engine which can reliably prevent the position offset of swinging central shaft supporting cover relative to the engine body. The multi-link engine comprises the following components: an upper link connected with a piston; a lower link installed on a crank pin of a crankshaft in a free rotating mode and simultaneously connected with the upper link; and a control link connected with the lower link and swinging with a swinging central shaft as the swing center thereof. The swinging central shaft is configured lower than the crankshaft bearing neck and is positioned at the opposite side of the cylinder central shaft while the crankshaft bearing neck is taken as the center. The swinging central shaft is supported between the engine bodies and a swinging central shaft support cover in a free rotation mode. The central shaft of the control link is parallel with the central shaft of the cylinder approximately and an abutting surface between the swing central shaft support cover and the engine body and is orthogonal to the cylinder central shaft at a time when the piston is positioned near the upper dead center and the lower dead center, wherein a bolt of the central shaft for fastening the swing central shaft support cover is parallel to the cylinder central shaft.
Description
Technical Field
The present invention relates to a multi-link engine, and more particularly, to a link geometry of a multi-link engine.
Background
For example, as shown in patent document 1, an engine in which a piston pin and a crankpin are coupled by a plurality of connecting rods (hereinafter, referred to as a "multi-link engine") has been developed. The multi-link engine includes: an upper connecting rod connected to a piston reciprocating in the cylinder via a piston pin; a lower connecting rod rotatably mounted on a crank pin of the crankshaft and connected to the upper connecting rod via an upper pin; and a control link connected to the lower link via a control pin and swinging about a swing center pin. The swing center shaft is rotatably supported between a main bearing housing and a swing center shaft support housing fastened to the main bearing housing by bolts. Further, other related patent documents include patent document 2.
Patent document 1: japanese laid-open patent publication No. 2002-61501
Patent document 2: japanese unexamined patent publication No. 2001-227367
Disclosure of Invention
The inventor finds that: in the multi-link engine, if a load generated by combustion pressure, inertial force, or the like acting on the piston is transmitted to the pivot center shaft via each link and acts in a direction of pushing down the pivot center shaft, a so-called open phenomenon, that is, a positional displacement of the pivot center shaft support cover with respect to the main bearing cover, or the like may occur.
The present invention has been made in view of the above-mentioned problems of the related art, and an object of the present invention is to provide a link geometry of a multi-link engine, which can reliably prevent a swing center shaft support cover from being positionally displaced with respect to an engine body.
The present invention solves the above problems by the following solutions. In addition, for easy understanding, reference numerals corresponding to the embodiments of the present invention are attached, but not limited thereto.
The invention relates to a connecting rod geometry for a multi-connecting rod engine, comprising: an upper connecting rod (11) connected to a piston (32) that reciprocates in a cylinder via a piston pin (21); a lower link (12) rotatably mounted on a crank pin (33b) of a crankshaft (33) and connected to the upper link (11) via an upper pin (22); and a control link (13) that is coupled to the lower link (12) via a control pin (23) and oscillates about an oscillation center axis (24), wherein the oscillation center axis (24) is disposed below a crank bearing journal (33a) of a crankshaft (33), is disposed on the opposite side of the cylinder center axis about the crank bearing journal (33a), and is rotatably supported between an engine body (41, 42, 43) and an oscillation center axis support cover (44), the oscillation center axis support cover (44) is fastened to the engine body (41, 42, 43) by a bolt (45), the center axis of the control link (13) is substantially parallel to the cylinder center axis at a timing when the piston (32) is positioned near a top dead center and at a timing when the piston (32) is positioned near a bottom dead center, and an abutment surface between the oscillation center axis support cover and the engine body, the center axis of a bolt that is orthogonal to the cylinder center axis and fastens the swing center shaft support cover is parallel to the cylinder center axis.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, the swing center shaft is disposed below the crank bearing journal of the crankshaft and on the opposite side of the cylinder center shaft with the crank bearing journal as the center, and is rotatably axially supported between the engine body and the swing center shaft support cover fastened to the engine body by a bolt, and the center shaft of the control rod is substantially parallel to the center shaft of the cylinder at the timing when the piston is positioned near the top dead center and the timing when the piston is positioned near the bottom dead center. With the above configuration, when the magnitude of the load acting on the control link is maximized, the load in the left-right direction does not act on the tip (swing center axis) of the control link, and the swing center axis support cover can be prevented from being displaced with respect to the engine body.
Drawings
Fig. 1 is a diagram illustrating a multi-link engine.
Fig. 2 is a diagram showing a state where the piston is positioned at the top dead center.
Fig. 3 is a diagram showing a state where the piston is at the bottom dead center.
Fig. 4 is a longitudinal sectional view of the engine body.
Fig. 5 is a diagram illustrating the arrangement position of the center shaft in the swing motion.
Fig. 6 is a diagram illustrating piston acceleration characteristics of the multi-link engine.
Fig. 7 is a diagram illustrating the arrangement position of the swing center axis for reducing secondary vibration.
Fig. 8 is a graph showing piston displacement and piston acceleration with respect to a crank angle.
FIG. 9 shows a multi-link engine employing the link geometry of the present embodiment
A graph of load fluctuation acting on the tip (swing center axis) of the control link.
Detailed Description
The best mode for carrying out the present invention will be described below with reference to the accompanying drawings and the like.
First, a multi-link engine will be described with reference to fig. 1. Fig. 1 is a view as viewed from the axial direction of the crankshaft. It is customary for the person skilled in the art of engines to use the expression top dead centre/bottom dead centre, outside the direction of gravity. In a horizontally opposed engine or the like, the top dead center is not necessarily the upper side and the bottom dead center in the direction of gravity, and in the case where the engine is inverted, the top dead center is the lower side and the bottom dead center is the upper side in the direction of gravity.
The multi-link engine 10 has a piston 32 and a crankshaft 33 connected by 2 connecting rods (an upper connecting rod 11 and a lower connecting rod 12). The control link 13 is coupled to the lower link 12.
The upper end of the upper link 11 is connected to the piston 32 via the piston pin 21, and the lower end is connected to one end of the lower link 12 via the upper pin 22. The piston 32 receives combustion pressure and reciprocates in a cylinder liner 41a provided on the cylinder block 41.
The lower link 12 has one end connected to the upper link 11 via an upper pin 22 and the other end connected to the control link 13 via a control pin 23. The lower link 12 is inserted into a connecting hole at the substantially center thereof with a crank pin 33b of the crankshaft 33 inserted therein, and rotates about the crank pin 33b as the center axis. The lower link 12 can be divided into upper and lower 2 parts. The center of the upper pin 22, the center of the control pin 23, and the center of the crank pin 33b are arranged on a straight line. The reason for adopting the above positional relationship is as follows. The crankshaft 33 has a plurality of crankshaft bearing journals 33a and crank pins 33 b. The crank journal 33a is rotatably supported by the cylinder block 41 and the trapezoidal frame 42. The crank pin 33b is eccentric by a predetermined amount from the crank bearing journal 33a, and the lower link 12 is rotatably connected thereto.
The control link 13 is inserted with a control pin 23 at its tip and is rotatably coupled to the lower link 12. The other end of the control link 13 is swingable about a swing center shaft 24. The swing center shaft 24 is rotatably supported by a swing center shaft support bracket 43 and a swing center shaft support cover 44. The swing center shaft support bracket 43 and the swing center shaft support cover 44 are fastened together to the trapezoidal frame 42 by a bolt 45. In the present embodiment, the cylinder block 41, the trapezoidal frame 42, and the swing center shaft support bracket 43 correspond to the engine body in the claims. The swing center axis 24 is an eccentric axis as shown in the drawing (that is, the other end of the control link 13 is connected to an eccentric portion), and the eccentric position of the swing center axis 24 is moved to change the swing center of the control link 13 and change the top dead center position of the piston 32. Whereby the compression ratio of the engine can be adjusted mechanically.
The pivot center axis 24 is located downward with respect to the center of the crank journal 33 a. The swing center axis 24 is located on the opposite side of the cylinder center axis with respect to the crank bearing journal 33 a. That is, when a straight line that passes through the center of the crankshaft 33 (the crankshaft journal 33a) and is parallel to the cylinder axis is drawn when viewed in the axial direction of the crankshaft, the swing center axis 24 is located on the opposite side of the cylinder center axis from the straight line. In fig. 1, the cylinder center axis is located on the right side with respect to the crank bearing journal 33a, and the swing center axis 24 is located on the left side with respect to the crank bearing journal 33 a. The reason why the swing center shaft 24 is disposed at the above position is as follows.
Fig. 2 is a diagram showing a state where the piston is positioned at the top dead center, fig. 2(a) shows a vertical cross section, and fig. 2(B) shows a geometry of the connecting rod. Fig. 3 is a diagram showing a state where the piston is at the bottom dead center, fig. 3(a) is a vertical cross section, and fig. 3(B) is a geometry of the connecting rod. In fig. 2(B) and 3(B), the solid line indicates a state of low compression ratio, and the broken line indicates a state of high compression ratio.
The position of the swing center axis 24 is such that the center axis of the control link 13 is substantially upright, preferably upright (fig. 2) when the piston 32 is positioned at the top dead center, and the center axis of the control link 13 is substantially upright, preferably upright (fig. 3) when the piston 32 is positioned at the bottom dead center. The center axis of the control link 13 may be defined as a straight line connecting the center of the eccentric position of the swing center axis 24 and the center of the control pin 23 when viewed in the axial direction of the crankshaft.
Fig. 4 is a longitudinal sectional view of the engine body.
The trapezoidal frame 42 is fastened to the cylinder block 41 by bolts. A crank bearing journal 33a of the crankshaft 33 is rotatably supported in a hole 40a formed by the trapezoidal frame 42 and the cylinder block 41. The contact surface of the trapezoidal frame 42 and the cylinder block 41 is orthogonal to the center axis of the cylinder. Further, the center axis of the bolt fastening the trapezoidal frame 42 to the cylinder block 41 is orthogonal to the contact surface. I.e. the central axis of the bolt is parallel to the central axis of the cylinder.
The swing center shaft support bracket 43 and the swing center shaft support cover 44 are fastened together to the trapezoidal frame 42 by a bolt 45. In fig. 4, the center line of the bolt 45 is indicated by a chain line. The swing center shaft 24 is rotatably supported in a hole 40b formed by the swing center shaft support bracket 43 and the swing center shaft support cover 44. The contact surface of the swing center shaft support bracket 43 and the trapezoidal frame 42 is orthogonal to the cylinder center axis. The contact surfaces of the swing center support cover 44 and the swing center shaft support bracket 43 are also orthogonal to the cylinder center axis. The central axis of the bolt 45 is orthogonal to these abutment surfaces. That is, the center axis of the bolt 45 is parallel to the cylinder center axis.
Fig. 5 is a diagram illustrating the arrangement position of the center shaft in the swing motion. Fig. 5(a) shows a comparative embodiment in which the swing center axis is disposed above the crank journal, and fig. 5(B) shows the present embodiment in which the swing center axis is disposed below the crank journal.
As described above, in the present embodiment, the swing center axis 24 is located below the crank bearing journal 33a and is located on the opposite side of the cylinder center axis with the crank bearing journal 33a as the center. The reason for the above-described structure will be described below.
First, for easy understanding, a comparative embodiment illustrated in fig. 5 is explained.
As shown in fig. 5(a), the position of the swing center shaft 24 may be arranged above the crank journal 33 a. However, with the above structure, there is a problem in the strength of the control link 13.
That is, the maximum load among the loads acting on the control rod is a load generated by the combustion pressure. The load F1 generated by the combustion pressure acts downward on the upper link 11. The downward load F1 causes a downward load F2 to act on the bearing portion of the crank journal 33a, and a right-turn moment M1 to act around the crank pin 33 b. Then, the moment M1 causes an upward load F3 to act on the control link 13. That is, a compressive load acts on the control link 13. Here, if a compressive load is applied to the link 13, the link 13 may buckle when the load is large. In addition, according to the euler buckling equation shown in the following equation (1), the buckling load is inversely proportional to the square of the link length 1.
[ equation 1]
Euler equation of buckling
Wherein,
Pcr: buckling load
n: coefficient of terminal condition
E: longitudinal modulus of elasticity
I: second moment of section
l: length of connecting rod
As described above, the length of the link 1 is increased, so that buckling may occur, and therefore, the length cannot be made excessively long. In order to increase the link length, the link width and the link thickness must be increased to increase the cross-sectional second moment, but this is not practical because of problems such as an increase in weight.
Therefore, the length of the control link 13 has to be shortened, and therefore the moving length of the tip (i.e., the control pin 23) cannot be increased. Therefore, the engine cannot be increased in size, and it is difficult to obtain a desired engine output.
In view of the above, in the present embodiment shown in fig. 5(B), the swing center shaft 24 is disposed below the crank journal 33 a. Thus, the load F1 generated by the combustion pressure is transmitted from the upper link 11 to the lower link 12, and acts on the control link 13 as a tensile load. In the case where a tensile load acts on the link 13, the elastic breakdown of the link 13 should be considered, but whether or not elastic breakdown occurs is considered to depend on the stress or strain of the link section, and the influence of the link length on this is small. In contrast, if considered in terms of maximum principal strain, when the tensile load is the same, by increasing the link length, the strain becomes small, and elastic damage is difficult to occur.
As described above, since the control link 13 preferably receives the load due to the combustion pressure as a tensile load, the swing center shaft 24 is disposed below the crank journal 33a in the present embodiment.
In the present embodiment, as described above, the center of the upper pin 22, the center of the control pin 23, and the center of the crankpin 33b are aligned on a straight line. The reason is explained.
According to the analysis of the present inventors, the multi-link engine, by appropriately adjusting the position of the swing center axis, can reduce vibration as compared with a general conventional type engine in which a piston and a crankshaft are coupled by one connecting rod (connecting rod) (this is a general engine, but this engine is referred to as a "single-link engine" hereinafter, in contrast to the multi-link engine). Fig. 6 shows the analysis results. Fig. 6 is a diagram illustrating piston acceleration characteristics of the multi-link engine, fig. 6(a) is a diagram illustrating piston acceleration characteristics of the multi-link engine, and fig. 6(B) is a diagram illustrating piston acceleration characteristics of a single-link engine as a comparative example.
As shown in fig. 6B, in the single-link engine, the magnitude (absolute value) of the total piston acceleration after combining the 1 st order component and the 2 nd order component is larger near the top dead center than near the bottom dead center. However, as shown in fig. 6 a, in the multi-link engine, the magnitude (absolute value) of the total piston acceleration is substantially the same between the value near the bottom dead center and the value near the top dead center.
Further, if the 2-order component size of the single-link engine and the multi-link engine is compared, the multi-link engine has a smaller value than the single-link engine, and has a characteristic of reducing secondary vibration.
As described above, the multi-link engine can improve vibration characteristics (particularly, reduce secondary vibration) by appropriately adjusting the position of the swing center axis. Fig. 7 is a diagram illustrating the arrangement position of the oscillation center axis for reducing the secondary vibration, where the piston is positioned at the top dead center. Fig. 7(a) shows a case where the crankpin is located below a line connecting the upper pin and the control pin, fig. 7(B) shows a case where the crankpin is located above a line connecting the upper pin and the control pin, and fig. 7(C) shows a case where the crankpin is located on a line connecting the upper pin and the control pin.
As shown in fig. 7(a), when the crank pin 33b is located below the line connecting the upper pin 22 and the control pin 23, the range in which the swing center axis 24 can be disposed to reduce the secondary vibration is indicated by an arrow a. In order to use the control link 13 having a length set in accordance with the performance requirement of the engine, the swing center shaft 24 is located on the left side (the side away from the crank journal 33a) of the control pin 23.
As shown in fig. 7(B), when the crank pin 33B is located above the line connecting the upper pin 22 and the control pin 23, the range of the arrangement region of the swing center axis 24 in which the secondary vibration can be reduced is indicated by the arrow B. In order to use the control link 13 having a length set in accordance with the performance requirement of the engine, the swing center shaft 24 is positioned on the right side (the side close to the crank journal 33a) with respect to the control pin 23.
As shown in fig. 7(C), when the crank pin 33b is located on the line connecting the upper pin 22 and the control pin 23, the range in which the swing center axis 24 can be disposed to reduce the secondary vibration is indicated by the arrow C. In order to use the control link 13 having a length set in accordance with the performance requirement of the engine, the swing center shaft 24 is located substantially directly below the control pin 23. In the present embodiment, as described above, the swing center axis 24 is disposed at the following positions: when the piston 32 is positioned at the top dead center and when the piston 32 is positioned at the bottom dead center, the central axis of the control link 13 is substantially upright, preferably upright, and in order to achieve the above-described geometry and reduce secondary vibration, it is necessary to arrange the crankpin 33b on a line connecting the upper pin 22 and the control pin 23.
Fig. 8 is a graph showing piston displacement and piston acceleration with respect to a crank angle.
In the multi-link engine described above, even if the link ratio λ (upper link length l/crank radius r) is not excessively large and is a general value (about 2.5 to 4), as shown in fig. 8 a, the multi-link engine has the following characteristics as compared with a single-link engine: the amount of piston movement is small when the piston is near the top dead center and large when the piston is near the bottom dead center, relative to a predetermined change in the crank angle. The moving acceleration of the piston is shown in fig. 8 (B). That is, in the multi-link engine, the moving acceleration of the piston becomes smaller near the top dead center and the moving acceleration of the piston becomes larger near the bottom dead center, as compared with the single-link engine, and the characteristic is close to the single vibration.
Further, as shown in fig. 9(a), the inertial force generated by the piston acceleration characteristic acts on the tip (swing center axis 24) of the control link 13 of the multi-link engine 10 adopting the link geometry, and a force periodically varies by 360 degrees acts thereon. Further, due to the combustion pressure, a force that periodically varies at 720 degrees acts on the tip (swing center axis 24) of the control link 13 as shown in fig. 9 (B). These forces are combined, and a force that periodically varies at 720 degrees acts on the tip (swing center axis 24) of the control link 13 as shown in fig. 9C.
The downward load described above acts to separate the swing center shaft support cover 44 from the swing center shaft support bracket 43, but if a load in the left-right direction acts together with the downward load by any chance, there is a possibility that the swing center shaft support cover 44 is displaced from the swing center shaft support bracket 43. Therefore, in order to cope with this, it is necessary to increase the number of bolts 45 or to use large-sized bolts 45 so that the bolts 45 fastening the swing center shaft support bracket 43 and the swing center shaft support cover 44 have a sufficient axial force.
However, the present inventors have focused on that the magnitude of the load acting on the control link 13 due to the inertial force and the combustion pressure is the largest near the top dead center or the bottom dead center. In the multi-link engine, a link geometry in which the link 13 is substantially upright (preferably upright) is adopted in the vicinity of the top dead center or the bottom dead center. With the above configuration, when the magnitude of the load acting on the control link 13 is the maximum, the load in the left-right direction does not act on the tip (swing center shaft 24) of the control link 13, and the swing center shaft support cover 44 can be prevented from being displaced with respect to the swing center shaft support bracket 43.
As described above, it is preferable that the swing center axis 24 be an eccentric axis, and the swing center of the control link 13 be changed and the top dead center position of the piston 32 be changed by moving the eccentric position of the swing center axis 24. This makes it possible to mechanically adjust the compression ratio of the engine and reduce the compression ratio during high load operation. This is because, by lowering the mechanical compression ratio at a high load and setting the intake valve closing timing near the bottom dead center, it is possible to achieve both of ensuring the output and preventing knocking. It is also preferable to raise the compression ratio at low load operation. This is because the expansion ratio can be increased and the exhaust loss can be reduced by increasing the mechanical compression ratio at a low load, setting the intake valve closing timing to be away from the bottom dead center, and setting the exhaust valve opening timing to be near the bottom dead center. Further, since the load acting on the control link 13 is increased in the high load operation, the angle formed by the center axis of the control link 13 and the cylinder center axis is smaller on the low compression ratio side than on the high compression ratio side as shown by the broken line in fig. 2(B) or fig. 3(B), and the swing center shaft support cover 44 can be more effectively prevented from being displaced with respect to the swing center shaft support bracket 43.
The present invention is not limited to the above-described embodiments, and various modifications and changes may be made within the scope of the technical idea of the present invention, and it is apparent that the modifications and changes are also included in the claims of the present invention.
For example, in the above embodiment, the swing center shaft 24 is supported by the swing center shaft support bracket 43 and the swing center shaft support cover 44, and the swing center shaft support bracket 43 and the swing center shaft support cover 44 are fastened to the trapezoidal frame 42 by the bolt 45, but the swing center shaft support bracket 43 may be formed integrally with the trapezoidal frame 42. In this case, the cylinder block 41 and the trapezoidal frame 42 correspond to the engine body in the claims.
Claims (5)
1. A multi-link reciprocating engine comprising:
a crankshaft;
a piston that reciprocates in a cylinder of the engine;
an upper connecting rod rotatably connected to the piston via a piston pin;
a lower link rotatably mounted on a crank pin of the crankshaft and rotatably coupled to the upper link via an upper pin; and
a control link, one end of which is rotatably connected with the lower link via a control pin, and the other end of which is rotatably connected with the engine body via a swing central shaft,
wherein the swing center shaft is disposed below a crank bearing journal of the crankshaft and on the opposite side of the cylinder center shaft with the crank bearing journal as a center, and the swing center shaft is rotatably supported between an engine body and a swing center shaft support cover fastened to the engine body by a bolt,
at a timing when the piston is located near the top dead center and a timing when the piston is located near the bottom dead center, the central axis of the control link is parallel to the central axis of the cylinder,
a contact surface between the swing center shaft support cover and the engine body is orthogonal to the cylinder center shaft,
the center axis of a bolt for fastening the swing center shaft support cover is parallel to the cylinder center axis.
2. The multi-link reciprocating engine according to claim 1,
the timing near the top dead center is near the timing at which the upward load acting on the pivot center axis due to the combustion pressure becomes maximum, or near the timing at which the downward load acting on the pivot center axis due to the inertial force becomes maximum,
the timing near the bottom dead center is a timing near a timing at which an upward load acting on the swing center axis due to an inertial force becomes maximum.
3. The multi-link reciprocating engine according to claim 1,
the crank pin of the crankshaft is disposed on a line connecting the upper pin and the control pin.
4. The multi-link reciprocating engine according to claim 1,
the reciprocating acceleration of the piston is equal to or greater than the maximum value at a timing near the top dead center.
5. The multi-link reciprocating engine according to claim 1,
the multi-link engine is a variable compression ratio engine capable of changing a compression ratio by adjusting the position of the swing center shaft in accordance with an operating condition,
the angle formed by the control rod center axis and the cylinder center axis is smaller on the low compression ratio side than on the high compression ratio side.
Applications Claiming Priority (12)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007279401A JP2009108708A (en) | 2007-10-26 | 2007-10-26 | Link geometry for multi-link engine |
| JP2007279395A JP4941231B2 (en) | 2007-10-26 | 2007-10-26 | Multilink engine link geometry |
| JP2007-279401 | 2007-10-26 | ||
| JP2007279401 | 2007-10-26 | ||
| JP2007279395 | 2007-10-26 | ||
| JP2007-279395 | 2007-10-26 | ||
| JP2007281459 | 2007-10-30 | ||
| JP2007-281459 | 2007-10-30 | ||
| JP2007281459 | 2007-10-30 | ||
| JP2008161633A JP5056612B2 (en) | 2007-10-30 | 2008-06-20 | Multilink engine link geometry |
| JP2008161633 | 2008-06-20 | ||
| JP2008-161633 | 2008-06-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101418721A CN101418721A (en) | 2009-04-29 |
| CN101418721B true CN101418721B (en) | 2012-08-29 |
Family
ID=40629691
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200810173229XA Expired - Fee Related CN101418721B (en) | 2007-10-26 | 2008-10-24 | Multi-link engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2009108708A (en) |
| CN (1) | CN101418721B (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015029671A1 (en) * | 2013-08-27 | 2015-03-05 | 日産自動車株式会社 | Multi-link piston-crank mechanism for internal combustion engine |
| DE102013019214B3 (en) * | 2013-11-14 | 2015-03-05 | Audi Ag | Multi-joint crank drive of an internal combustion engine and method for operating a multi-joint crank drive |
| WO2016027358A1 (en) * | 2014-08-22 | 2016-02-25 | 日産自動車株式会社 | Internal combustion engine for vehicle |
| US10087833B2 (en) * | 2015-01-15 | 2018-10-02 | Nissan Motor Co., Ltd. | Double-link piston crank mechanism for internal combustion engine |
| FR3043720B1 (en) * | 2015-11-17 | 2019-11-08 | MCE 5 Development | VARIABLE VOLUMETRIC RATIO ENGINE |
| WO2017135323A1 (en) * | 2016-02-01 | 2017-08-10 | 株式会社 東芝 | Secondary battery, assembled battery, battery pack, and vehicle |
| EP3647570B1 (en) * | 2017-06-28 | 2022-12-14 | Nissan Motor Co., Ltd. | Internal-combustion engine control method and control device |
| CN110671197B (en) * | 2018-12-29 | 2021-08-20 | 长城汽车股份有限公司 | Engine and vehicle with same |
| CN113795656B (en) * | 2018-12-30 | 2023-01-06 | 长城汽车股份有限公司 | Variable compression ratio mechanism, engine and automobile |
| CN112502829B (en) * | 2020-02-24 | 2022-02-01 | 长城汽车股份有限公司 | Method for assembling variable compression ratio driving structure |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6505582B2 (en) * | 2000-07-07 | 2003-01-14 | Nissan Motor Co., Ltd. | Variable compression ratio mechanism of reciprocating internal combustion engine |
| CN101052822A (en) * | 2004-11-08 | 2007-10-10 | 本田技研工业株式会社 | Device for removing engine vibration and engine whose stroke characteriscts are variable |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09228858A (en) * | 1996-02-24 | 1997-09-02 | Hondou Jutaku:Kk | Reciprocating engine |
| JP4300749B2 (en) * | 2002-05-09 | 2009-07-22 | 日産自動車株式会社 | Link mechanism of reciprocating internal combustion engine |
| JP4596726B2 (en) * | 2002-07-30 | 2010-12-15 | 日産自動車株式会社 | Control device for internal combustion engine |
| JP4581552B2 (en) * | 2004-08-11 | 2010-11-17 | 日産自動車株式会社 | Reciprocating internal combustion engine |
| JP2006207636A (en) * | 2005-01-26 | 2006-08-10 | Honda Motor Co Ltd | Actuator driving hydraulic circuit |
-
2007
- 2007-10-26 JP JP2007279401A patent/JP2009108708A/en active Pending
-
2008
- 2008-10-24 CN CN200810173229XA patent/CN101418721B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6505582B2 (en) * | 2000-07-07 | 2003-01-14 | Nissan Motor Co., Ltd. | Variable compression ratio mechanism of reciprocating internal combustion engine |
| EP1593822B1 (en) * | 2000-07-07 | 2006-12-20 | Nissan Motor Co., Ltd. | Reciprocating internal combustion engine |
| CN101052822A (en) * | 2004-11-08 | 2007-10-10 | 本田技研工业株式会社 | Device for removing engine vibration and engine whose stroke characteriscts are variable |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101418721A (en) | 2009-04-29 |
| JP2009108708A (en) | 2009-05-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101418721B (en) | Multi-link engine | |
| EP2053217B1 (en) | Multi-Link Engine | |
| JP3861583B2 (en) | Piston crank mechanism of internal combustion engine | |
| US6615773B2 (en) | Piston control mechanism of reciprocating internal combustion engine of variable compression ratio type | |
| CN101418722B (en) | Multi-link engine | |
| JP4882913B2 (en) | Multilink engine link geometry | |
| JP5515468B2 (en) | Double link type piston-crank mechanism for internal combustion engine and design method thereof | |
| CN110671196B (en) | Engine | |
| CN101424215B (en) | Multi-link engine | |
| JP5126100B2 (en) | Double link mechanism | |
| US7273030B2 (en) | Crankshaft support structure of internal combustion engine | |
| JP4271138B2 (en) | Engine vibration removal device | |
| US10975763B2 (en) | Variable-compression-ratio internal combustion engine | |
| JP2005030438A (en) | Lower link in piston crank mechanism of internal combustion engine | |
| JP5304878B2 (en) | Multilink engine link geometry | |
| JP2012092843A (en) | Link geometry of multi-link engine | |
| JP4581675B2 (en) | Internal combustion engine | |
| JP2010203345A (en) | Bearing structure for double link type internal combustion engine | |
| JP5067265B2 (en) | Bearing structure of multi-link engine | |
| JP2002188618A (en) | Connecting rod for internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20120829 |