JP2005083203A - Turning range regulating mechanism for control shaft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a turning range regulating mechanism for a control shaft applicable to the control shaft outputting excessive torque and receiving excessive reaction, and attaining miniaturization of an actuator without causing the actuator to get out of operation, simplification of structure and low power consumption. <P>SOLUTION: One end of the turning range of the control shaft 15 is regulated by contact between a first abutting plane 81 of the control shaft 15 and a first plane 75 of a cylinder block 3, and the other end of the turning range of the control shaft 15 is regulated by contact between a second abutting plate 83 of the control shaft 15 and a second plane 77 of the cylinder block 3. Further, the turning range of the control shaft 15 is set within the swing turning range of a hydraulic actuator. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a rotation range regulating mechanism for a control shaft that receives a load in the rotation direction.

  Patent Document 1 discloses a valve timing adjusting device that adjusts the opening / closing timing of an intake valve and / or an exhaust valve of an internal combustion engine (hereinafter referred to as an engine). This valve timing adjusting device is a so-called swing / rotation type hydraulic actuator, and when the opening / closing timing is changed in accordance with the operating state of the engine, the intake valve and / or A hydraulic chamber is provided for rotating a driven shaft (control shaft) provided with an exhaust valve to the advance side or the retard side. The hydraulic chamber is formed between a vane member that rotates together with the crankshaft and a housing member that rotates together with the control shaft, and a relative rotation range between the housing member and the vane member is a contact portion of the housing member. And the abutted portion of the vane member. For this reason, the conventional rotation range restricting mechanism of the control shaft depends on the contact between the contact portion of the housing member and the contacted portion of the vane member.

  Further, in the above valve timing adjusting device, during the normal operation, the relative rotation position of the housing member and the vane member is set so that the contact portion of the housing member and the contacted portion of the vane member do not contact each other. Although it is controlled so that it is held at an intermediate position, it is designed so that it does not damage even if a certain amount of impact force is applied to both contact parts, assuming that the above contact may occur during operation depending on the driving situation. ing.

Japanese Patent No. 3033582 (Claim 1, FIG. 2)

  Since the conventional rotation range regulating mechanism for the control shaft has the above-described configuration, there are the following problems. That is, in the conventional rotation range regulating mechanism of the control shaft that depends on the contact between the contact portion of the housing member and the contacted portion of the vane member, when an impact force greater than expected is applied to both contact portions In this case, both contact portions are damaged, the hydraulic actuator cannot be operated, and the rotation of the control shaft cannot be controlled. Further, such a hydraulic actuator is applied to a control shaft in, for example, a recently developed variable compression ratio mechanism that outputs excessive torque in the rotational direction and receives excessive reaction force as compared with the valve timing adjusting device. In some cases, the contact portion needs to be enlarged in order to receive a large impact force. Increasing the size of the abutting part has led to an increase in the size and complexity of the hydraulic actuator itself, which has led to an increase in power consumption necessary for the operation of the large hydraulic actuator.

  The present invention has been made to solve the above-described problems, and can be applied to a control shaft that outputs an excessive torque and receives an excessive reaction force, and does not cause the actuator to become inoperable. Another object of the present invention is to obtain a control shaft turning range restricting mechanism capable of downsizing the actuator, simplifying the structure, and achieving low power consumption.

  The control shaft turning range restricting mechanism according to the present invention is capable of turning the control shaft and the first contact portion and the second contact portion provided on the control shaft receiving a load in the turning direction. A first abutted portion that is provided on the supporting support and receives the abutting of the first abutting portion; and a second abutted portion that receives the abutting of the second abutting portion. , One end of the rotation range of the control shaft is regulated by the contact between the first contact portion and the first contacted portion, and the other end of the rotation range of the control shaft is the second It is regulated by the contact between the contact portion and the second contacted portion, and the rotation range of the control shaft is set within the swing rotation range of the actuator that controls the rotation of the control shaft. It is configured.

  According to this invention, the first contact portion and the second contact portion provided on the control shaft that receives a load in the rotation direction, and the support body that rotatably supports the control shaft; A rotation range of the control shaft, comprising: a first contacted portion that receives contact of the first contact portion; and a second contacted portion that receives contact of the second contact portion. One end of the control shaft is restricted by the contact between the first contact portion and the first contacted portion, and the other end of the rotation range of the control shaft is defined as the second contact portion and the second contact portion. Since the rotation range of the control shaft is set to be within the swing rotation range of the actuator that controls the rotation of the control shaft, the control shaft is controlled by the contact with the contacted portion. Even when an excessive load is applied, the actuator is brought into contact with the contact between the first contact portion and the first contacted portion or the contact between the second contact portion and the second contacted portion. There is an effect that it is possible to avoid the contact between the members in the data. That is, since the impact force generated at both ends of the rotation range of the control shaft is not received on the actuator side, the actuator can be prevented from becoming inoperable, and the durability of the actuator can be improved. There is an effect. For this reason, it is not necessary to provide a large contact portion for receiving a large impact force on the actuator side, so that the actuator can be downsized and the structure can be simplified. There is an effect that electric power can be reduced.

An embodiment of the present invention will be described below.
Embodiment 1 FIG.
FIG. 1 is a schematic side sectional view showing an external configuration of an engine provided with a variable compression ratio mechanism, and FIG. 2 is a sectional view taken along line II-II in FIG. 1, showing the variable compression ratio mechanism of the engine shown in FIG. 3 is a diagram showing an internal configuration, FIG. 3 is a circuit diagram of an oil passage configuration including a hydraulic actuator used in the variable compression ratio mechanism shown in FIGS. 1 and 2, and FIG. 4 is a IV-IV line in FIG. FIG. 5 is a cross-sectional view showing the internal configuration of the hydraulic actuator shown in FIG. 3, and FIG. 5 is a cross-sectional view taken along the line VV in FIG. 4 and showing the internal configuration of the hydraulic actuator held at an intermediate position. FIG. 6 is a sectional view taken along line VI-VI in FIG. 4 and shows the first embodiment of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held at the intermediate position. 7 is a cross-sectional view taken along line VII-VII in FIG. FIG. 8 is a diagram showing an internal configuration of the hydraulic actuator held on the maximum compression ratio side, and FIG. 8 is a sectional view taken along line VIII-VIII in FIG. 4 and shows the invention in a state where the hydraulic actuator is held on the maximum compression ratio side. FIG. 9 is a cross-sectional view taken along the line IX-IX of FIG. 4 and shows the internal configuration of the hydraulic actuator held on the minimum compression ratio side. FIG. 10 is a cross-sectional view taken along the line XX of FIG. 4 and shows an embodiment of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held on the minimum compression ratio side. FIG.

  The first embodiment is an application example to a variable compression ratio mechanism having a control shaft having a greater load in the rotational direction than a conventional valve timing adjusting device. As shown in FIG. 1, the engine 1 includes a cylinder block (support) 3. As shown in FIG. 2, the cylinder block 3 is roughly composed of a holder portion 3 a that forms the lower portion of the cylinder block 3 and a plurality of (four in FIG. 1) cylinder portions 3 b that form the upper portion of the cylinder block 3. . Pistons 5 are slidably disposed in the cylinder portion 3b of the cylinder block 3, respectively. Each piston 5 has a piston pin 5a. A cylinder head 7 is fixed to the upper part of the cylinder block 3.

  In the holder portion 3 a of the cylinder block 3, a lower link 11 that is rotatably attached to a crank pin 9 a that is provided eccentric to the crankshaft 9 for each cylinder portion 3 b is disposed. The lower link 11 includes a first connecting pin 11a supported by a part of the lower link 11 and a second connecting pin 11b supported by the other part. An upper link 13 that links the piston pin 5a and the first connecting pin 11a is disposed in the holder portion 3a. A control shaft 15 that is parallel to the crankshaft 9 and rotatably supported by the holder portion 3a is disposed below the holder portion 3a. The control shaft 15 is provided with an eccentric cam 15 a that is eccentric to the control shaft 15. A control link 17 that links the second connecting pin 11b and the eccentric cam 15a is provided below the holder portion 3a. The lower link 11, the upper link 13, the control shaft 15, the control link 17, and a hydraulic actuator described later increase the compression ratio when the load of the engine 1 is small in order to prevent knocking of the engine 1. The variable compression ratio mechanism is configured to reduce the compression ratio when the value is large.

  A rotary vane type hydraulic actuator (actuator) 19 for controlling the rotation of the control shaft 15 is disposed on one end side of the control shaft 15, and the holder 3 a is connected to the control shaft on the outside of the hydraulic actuator 19. A stopper mechanism (rotation range restriction mechanism) 21 for restricting the 15 rotation ranges is provided.

  The hydraulic actuator 19 receives hydraulic pressure from the hydraulic circuit 23 for driving the control shaft 15 to rotate within a predetermined rotation range when changing the compression ratio. As shown in FIG. 3, the hydraulic circuit 23 includes hydraulic oil storage means 25 that includes an oil pan or an external tank of the engine 1, and first and second pipes 27 and 2 that connect the hydraulic oil storage means 25 and the hydraulic actuator 19. A pipe 29, a hydraulic pump 31 provided on the first pipe 27 and pressurizing the hydraulic oil from the hydraulic oil storage means 25, and excess hydraulic pressure generated by an impact or abnormal condition from the first pipe 27 to the second pipe 29 A relief valve 33 that escapes to the hydraulic pump, a check valve 35 that prevents the hydraulic oil from flowing back to the hydraulic pump 31, a hydraulic filter 37 that filters the hydraulic oil to prevent contamination, and a hydraulic pressure in the first pipe 27 is detected. A hydraulic pressure sensor 39 that supplies and discharges hydraulic pressure to and from the hydraulic actuator 19 via the first pipe 27 and the second pipe 29, An electric motor 43 that drives the pump 31, a controller 45 that controls the hydraulic control valve 41 and the electric motor 43 based on a signal input from an ECU (not shown, an engine control unit), and a rotational position of the control shaft 15 are detected. The position sensor 47 outputs a detection signal to the controller 45, and a power source 49 that supplies power to devices such as the controller 45.

  As shown in FIGS. 4 and 5, the hydraulic actuator 19 is fixed to the control shaft 15 by means such as key coupling, and is rotated on the control shaft 15 and the holder portion 3 a of the cylinder block 3. A housing 55 fixed by a fastening member 53 such as a bolt, a case 57 that rotatably accommodates the rotor 51 within a predetermined rotation range, and the case 57 and the rotor 51 on the side away from the cylinder block 3. A cover 59 that closes the opening, and a fastening member 61 that fastens and fixes the cover 59 and the case 57 to the housing 55 are generally configured.

  As shown in FIG. 5, the rotor 51 includes a boss portion 63 that is concentric with the control shaft 15 and provided integrally with the control shaft 15, and a pair of boss portions 63 that extend radially outward from the outer peripheral surface 63 a of the boss portion 63. The vane portion 65 is generally configured. A hole 63 b that allows the control shaft 15 to be inserted is provided at the center of the boss 63. As shown in FIG. 4, a hole 55 a that allows the control shaft 15 to be inserted is provided in the central portion of the housing 55, and a plurality of screw holes 55 b that receive the fastening members 53 are provided in the peripheral portion of the housing 55. ing. The case 57 is roughly constituted by a main body part 67 having an annular cross section and a pair of shoe parts 69 extending radially inward from the inner peripheral surface 67a of the main body part 67. A plurality of screw holes 67 b for receiving the fastening member 61 are provided on the peripheral edge of the main body 67. The cover 59 is a substantially disk-shaped member, and a screw hole 59a for receiving the fastening member 61 is provided on the peripheral edge thereof.

  Between the pair of vane portions 65 of the rotor 51 and the pair of shoe portions 69 of the case 57, the control shaft 15 is rotated in the arrow X1 direction (clockwise in FIG. 5) to change to a low compression ratio. There are a first hydraulic chamber (pressure chamber) 71 and a second hydraulic chamber (pressure chamber) 73 for rotating the control shaft 15 in the direction of arrow Y1 (counterclockwise in FIG. 5) to change to a high compression ratio. It is partitioned. The first hydraulic chamber 71 is formed with a first port 71a and a second port 71b that are connected to the first pipe 27, and the second hydraulic chamber 73 is provided with a third port 73a that is connected to the second pipe 29 and A fourth port 73b is formed.

  As described above, the stopper mechanism 21 constitutes a rotation range restricting mechanism for restricting the rotation range of the control shaft 15, and as shown in FIG. 6, a first plane ( The first contact portion 75 provided on the outside of the first contacted portion 75 and the second flat surface (second contacted portion) 77 and the substantially fan-shaped rotating member 79 provided integrally with the control shaft 15. A tangential plane (first abutting portion) 81 and a second abutting plane (second abutting portion) 83 are schematically configured. The first plane 75 and the second plane 77 of the cylinder block 3 are formed in a direction perpendicular to the control shaft 15 apart from the vicinity of the control shaft 15. They are configured to be substantially flush with each other via a recess 85 as a relief. The first contact plane 81 and the second contact plane 83 are configured to sandwich the control shaft 15 and open from the main portion 79a with respect to the first plane 75 and the second plane 77 leaving the rotation angle of the control shaft. Has been. The rotating member 79 provided integrally with the control shaft 15 is formed in a state where it is integrated with the control shaft 15 by means of cutting or the like, but exhibits a necessary mechanical strength, such as a key connection. It may be fixed to the control shaft 15 by means.

  As shown in FIGS. 9 and 10, the first abutting plane 81 can abut against the first plane 75 when the control shaft 15 and the pivoting member 79 are pivoted in the arrow X1 direction. As shown in FIGS. 7 and 8, the tangent plane 83 can contact the second plane 77 when the control shaft 15 and the rotation member 79 are rotated in the direction of the arrow Y1. The opening angle A between the first abutting plane 81 and the second abutting plane 83 is the first plane 75 when the opening angle between the vane portion 65 of the rotor 51 of the hydraulic actuator 19 and the shoe portion 69 of the case 57 is B. And the second plane 77 is substantially 180 °, the relationship of (180 ° −A) <B is satisfied, and the first contact plane 81 and the first plane 75 are in contact with each other. When the second contact plane 83 and the second plane 77 are in contact with each other, the vane portion 65 of the rotor 51 and the shoe portion 69 of the case 57 are not in contact with each other, and the respective planes are positioned so as to be surely separated from each other. . In other words, the rotation range of the control shaft 15 is set within the swing rotation range of the hydraulic actuator 19.

Next, the operation will be described.
First, the hydraulic pressure supplied to the hydraulic actuator 19 is input from the hydraulic sensor 39 to the controller 45, and the rotational position of the control shaft 15, that is, the actual compression ratio is input from the position sensor 47. When a command for changing the compression ratio is input to the controller 45 from (not shown), the controller 45 controls the hydraulic control valve 41 to operate the hydraulic actuator 19. At this time, when the compression ratio is changed from the high compression ratio to the low compression ratio, the rotor 51 rotates in the arrow X1 direction as shown in FIG. As a result, the control shaft 15 also rotates in the same direction as the rotor 51, the eccentric cam 15a of the control shaft 15 drives the control link 17 in the arrow X2 direction, rotates the lower link 11 in the arrow X3 direction, and The top dead center is moved in the direction of arrow X4 to reduce the compression ratio. When the piston 5 receives an excessive load depending on the operating state of the engine 1 in the state controlled to this low compression ratio, the control shaft 15 may further rotate in the direction of the arrow X1 due to the excessive load. is there. At this time, as shown in FIG. 10, the first contact plane 81 of the rotating member 79 provided integrally with the control shaft 15 contacts the first plane 75 of the cylinder block 3 as shown in FIG. Further, the contact between the vane portion 65 of the rotor 51 of the hydraulic actuator 19 and the shoe portion 69 of the case 57 is avoided.

  Further, when the compression ratio is changed from the low compression ratio to the high compression ratio, as shown in FIG. 2, the rotor 51 rotates in the arrow Y1 direction. As a result, the control shaft 15 is also rotated in the same direction as the rotor 51, the eccentric cam 15a of the control shaft 15 drives the control link 17 in the direction of arrow Y2, and the lower link 11 is rotated in the direction of arrow Y3. The top dead center is moved in the direction of arrow Y4 to increase the compression ratio. When the piston 5 receives an excessive load depending on the operation state of the engine 1 in the state controlled to the high compression ratio, the control shaft 15 may further rotate in the direction of the arrow Y1 due to the excessive load. is there. At this time, as shown in FIG. 8, the second contact plane 83 of the rotating member 79 provided integrally with the control shaft 15 contacts the second plane 77 of the cylinder block 3 as shown in FIG. 7. Further, the contact between the vane portion 65 of the rotor 51 of the hydraulic actuator 19 and the shoe portion 69 of the case 57 is avoided.

  As described above, according to the first embodiment, the first abutting plane (first abutting portion) 81 and the second abutting on the control shaft 15 that receives a load in the rotation direction (arrow X1 direction or Y1 direction). A contact plane (second contact portion) 83 is provided, and a first plane (first surface) that receives the contact of the first contact plane 81 on a cylinder block (support body) 3 that rotatably supports the control shaft 15. A second abutting portion) 75 and a second plane (second abutting portion) 77 that receives the abutting of the second abutting plane 83, and one end of the rotation range of the control shaft 15 is the first abutting plane. 81 and the first plane 75 is restricted by contact, and the other end of the rotation range of the control shaft 15 is restricted by contact between the second contact plane 83 and the second plane 77, and the rotation of the control shaft 15 is controlled. Since the moving range is set to be within the swinging and turning range of the hydraulic actuator 19 that controls the turning of the control shaft 15, the control is performed. Even when 15 is subjected to an excessive load in its rotating direction, the hydraulic actuator is brought into contact with the first contact plane 81 and the first plane 75 or the second contact plane 83 and the second plane 77. The contact between the vane portion 65 of the 19th rotor 51 and the shoe portion 69 of the case 57 can be avoided. That is, since the impact force generated at both ends of the rotation range of the control shaft 15 is not received on the hydraulic actuator 19 side, the hydraulic actuator 19 can be prevented from becoming inoperable. This has the effect of improving the performance. For this reason, since it is not necessary to provide a large contact portion for receiving a large impact force on the hydraulic actuator 19 side, the hydraulic actuator 19 can be reduced in size and the structure can be simplified. There is an effect that power consumption required for the operation can be reduced. Further, since the contact between the vane portion 65 of the rotor 51 of the hydraulic actuator 19 and the shoe portion 69 of the case 57 is avoided, the actuator 19 is restarted immediately after the maximum rotation is applied from the control shaft 15. The operation response is also improved because the hydraulic passages 71a, 71b or 73a, 73b to the vane hydraulic chamber 71 or 73 are not blocked by the vane portion 65.

  According to the first embodiment, the first abutting plane 81 and the second abutting plane 83 of the stopper mechanism 21 are provided on the control shaft 15 near the outside of the hydraulic actuator 19. The contact portion can have higher rigidity than the case where the contact portion is provided in the contact portion, and this has the effect that the accuracy of the rotation position of the control shaft 15 and the like can be easily obtained as compared with the conventional case. In addition, since the first contact plane 81 and the second contact plane 83 are provided in the vicinity of the hydraulic actuator 19, the torsional rigidity is reduced by shortening the distance between the control link 17 and the stopper mechanism 21 as much as possible. This is advantageous in that the durability of the hydraulic actuator 19 and the control shaft 15 can be improved. Further, according to the first embodiment, since the stopper mechanism 21 is provided outside the hydraulic actuator 19, even if the hydraulic actuator 19 falls into an inoperable state, the stopper mechanism 21 causes the control shaft 15 to rotate. Since the movable range can be regulated, there is an effect that fail safe can be secured.

  According to the first embodiment, the first flat surface 75 and the second flat surface 77 are separated from the control shaft 15 and are substantially flush with each other. The plane 83 is configured to open from the main portion 79a of the substantially fan-shaped rotation member 79 provided integrally with the control shaft 15 to the first plane 75 and the second plane 77 while leaving the rotation angle of the control shaft 15. Therefore, the rotation range of the control shaft 15 can be accurately defined with a larger contact area than when the shoe portion 69 of the case 57 and the vane portion 65 of the rotor 51 are in contact with each other. There is an effect that the accuracy of the upper limit and the lower limit of the compression ratio of the engine 1 can be improved regardless of the built-in variation or the like. Further, according to the first embodiment, since the first plane 75 and the second plane 77 are configured to be substantially flush with each other, the first plane 75 and the second plane 77 with respect to the cylinder block 3. Can be easily processed.

  According to the first embodiment, a case 57 having a shoe portion 69 fixed to the cylinder block 3 and extending radially inward, and a vane portion 65 disposed in the case 57 and extending radially outward. And a hydraulic actuator 19 including hydraulic chambers 71 and 73 formed between a vane portion 65 of the rotor 51 and a shoe portion 69 of a case 57. The first abutting plane 81 and the first plane 75 abut at one end of the rotation range of the control shaft 15 and the second abutting plane 83 and the second plane 77 at the other end of the rotation range of the control shaft 15. Since the shoe portion 69 of the case 57 and the vane portion 65 of the rotor 51 are separated from each other when the control shaft 15 abuts, the case 57 is not affected even when the control shaft 15 receives an excessive load in its rotational direction. Breakage due to contact between the vane portion 65 of the shoe portion 69 and the rotor 51 can be reliably avoided, there is an effect that it is possible to improve the durability of the hydraulic actuator 19. Further, according to the first embodiment, since the stopper mechanism 21 as the contact portion is provided on the engine 1 side outside the hydraulic actuator 19, the configuration that occurs when the contact portion is provided in the hydraulic actuator 19. Since it is possible to eliminate the complication of parts and adverse effects on the actuator characteristics, it is possible to divide the element into elements that are easy to configure as an actuator structure, such as a housing, a case, a cover, and a rotor. Basic performance such as oil leakage characteristics from the hydraulic actuator 19 can be improved, and energy consumption can be reduced.

Embodiment 2. FIG.
FIG. 11 is a cross-sectional view showing Embodiment 2 of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held in the middle. Of the constituent elements of the second embodiment, those common to the constituent elements of the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The feature of the second embodiment is that the stopper mechanism 21 is formed on the outer side of a rotating member 87 provided integrally with the control shaft 15 and formed on the first contact plane 81 and the second contact surface formed in parallel to each other. The flat surface 83 is composed of a first flat surface 75 and a second flat surface 77 that open with leaving the rotation angle of the control shaft 15 with respect to the first contact flat surface 81 and the second contact flat surface 83. That is, in the second embodiment, the opening angle C between the first plane 75 and the second plane 77 is the same as the opening angle A between the first contact plane 81 and the second contact plane 83 in the first embodiment. Further, if the opening angle between the vane portion 65 of the rotor 51 of the hydraulic actuator 19 and the shoe portion 69 of the case 57 is B, the opening angle between the first contact plane 75 and the second plane 77 is substantially 180 °. Therefore, the relational expression (180 ° -C) <B is satisfied, and the first contact plane 81 and the first plane 75 are in contact with each other and the second contact plane 83 and the second plane 77 are in contact. Sometimes, the planes are positioned so that the vane portion 65 of the rotor 51 and the shoe portion 69 of the case 57 do not come into contact with each other and are always separated from each other. In other words, the rotation range of the control shaft 15 is set within the swing rotation range of the hydraulic actuator 19. Further, the first plane 75 and the second plane 77 in the second embodiment are formed longer than those in the first embodiment, and the contact areas with the first contact plane 81 and the second contact plane 83 are larger. It is set large, and accordingly, it is possible to give a larger rigidity than in the case of the first embodiment.

  As described above, according to the second embodiment, the stopper mechanism 21 is formed on the outer side of the rotating member 87 provided integrally with the control shaft 15 and is formed in parallel with each other. And a second abutting plane 83, and a first plane 75 and a second plane 77 that open with leaving the rotation angle of the control shaft 15 with respect to the first abutting plane 81 and the second abutting plane 83. Therefore, the contact area can be set larger than that of the first embodiment, and the rigidity of the stopper mechanism 21 can be improved accordingly.

  In the first embodiment, the application example of the variable compression ratio mechanism of the engine to the control shaft has been described. However, the present invention is not limited to the application example, and the control shaft receives a load in the rotation direction. The present invention can be applied to a control axis having any structure.

It is a schematic sectional side view which shows the external structure of the engine provided with the variable compression ratio mechanism. FIG. 2 is a cross-sectional view taken along line II-II in FIG. 1 and showing an internal configuration of a variable compression ratio mechanism of the engine shown in FIG. 1. FIG. 3 is a circuit diagram of an oil passage configuration including a hydraulic actuator used in the variable compression ratio mechanism shown in FIGS. 1 and 2. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3 and shows an internal configuration of the hydraulic actuator shown in FIG. 3. FIG. 5 is a cross-sectional view taken along line VV in FIG. 4 and shows an internal configuration of a hydraulic actuator held at an intermediate position. FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. 4 and shows the first embodiment of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held at an intermediate position. FIG. 5 is a cross-sectional view taken along line VII-VII in FIG. 4, illustrating an internal configuration of the hydraulic actuator held on the maximum compression ratio side. FIG. 5 is a cross-sectional view taken along the line VIII-VIII in FIG. 4, illustrating a first embodiment of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held on the maximum compression ratio side. FIG. 5 is a cross-sectional view taken along line IX-IX in FIG. 4, illustrating an internal configuration of the hydraulic actuator held on the minimum compression ratio side. FIG. 5 is a cross-sectional view taken along the line XX of FIG. 4, illustrating a first embodiment of the rotation range regulating mechanism for the control shaft according to the present invention in a state where the hydraulic actuator is held on the minimum compression ratio side. It is sectional drawing which shows Embodiment 2 of the rotation range control mechanism of the control shaft which concerns on this invention in the state in which the hydraulic actuator was hold | maintained in the middle.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Engine, 3 Cylinder block (support body), 3a Holder part, 3b Cylinder part, 5 Piston, 5a Piston pin, 7 Cylinder head, 9 Crankshaft, 9a Crankpin, 11 Lower link, 11a 1st connection pin, 11b 1st 2 connecting pins, 13 upper link, 15 control shaft, 15a eccentric cam, 17 control link, 19 hydraulic actuator, 21 stopper mechanism (control shaft turning range regulating mechanism), 23 hydraulic circuit, 25 hydraulic oil storage means, 27th 1 piping, 29 2nd piping, 31 hydraulic pump, 33 relief valve, 35 check valve, 37 hydraulic filter, 39 hydraulic sensor, 41 hydraulic control valve, 43 electric motor, 45 controller, 47 position sensor, 49 power supply, 51 rotor, 53 Fastening member, 55 housing, 55a Hole, 55b screw hole, 57 case, 59 cover, 59a screw hole, 61 fastening member, 63 boss part, 63a outer peripheral surface, 63b hole, 65 vane part, 67 main body part, 67a inner peripheral surface, 67b screw hole, 69 shoe 71, first hydraulic chamber (pressure chamber), 73 second hydraulic chamber (pressure chamber), 75 first plane (first contacted portion), 77 second plane (second contacted portion), 79 Rotating member, 79a essential part, 81 1st contact plane (1st contact part), 83 2nd contact plane (2nd contact part), 85 Recess, 87 Rotation member.

Claims (6)

  A first abutting portion and a second abutting portion provided on a control shaft that receives a load in a rotation direction; and a support member that rotatably supports the control shaft and the first abutting portion. A first abutted portion that receives the abutting portion and a second abutted portion that receives the abutting portion of the second abutting portion, and one end of the rotation range of the control shaft is the first abutting portion. And the other end of the rotation range of the control shaft is between the second abutting portion and the second abutted portion. A control shaft rotation range restricting mechanism which is regulated by contact and whose control shaft rotation range is set within a swing rotation range of an actuator which controls the rotation of the control shaft.   2. The rotation range regulating mechanism for a control shaft according to claim 1, wherein the first contact portion and the second contact portion are provided on a control shaft near the outside of the actuator.   The first abutting portion and the second abutting portion are configured by two planes that are separated from the control shaft and are substantially flush with each other, and the first abutting portion and the second abutting portion. Is a rotation angle of the control shaft with respect to the first contacted portion and the second contacted portion from a substantial fan-shaped rotation member integrally provided on the control shaft. The rotation range restricting mechanism of the control shaft according to claim 2, wherein the rotating range restricting mechanism is constituted by two planes that open.   The first abutting portion and the second abutting portion are constituted by two planes formed in parallel to each other on the outer side of the rotating member provided integrally with the control shaft. The two abutted portions are constituted by two planes that open with leaving the rotation angle of the control shaft with respect to the first abutting portion and the second abutting portion. The rotation range regulating mechanism of the control shaft according to 2.   An actuator having a shoe fixed to the support and extending radially inward; a rotor disposed in the case and having a vane extending radially outward and fixed to the control shaft; A pressure chamber formed between the vane of the rotor and the shoe of the case, and at one end of the rotation range of the control shaft, the first contact portion and the first contacted portion are in contact with each other. The shoe of the case and the vane of the rotor are separated from each other when the second contact portion and the second contacted portion come into contact with each other at the other end of the rotation range of the control shaft. The rotation range restriction mechanism for the control shaft according to any one of claims 1 to 4, wherein the turning range restriction mechanism is set.   The rotation range regulating mechanism according to any one of claims 1 to 5, wherein the actuator is used as a control shaft of a multi-link variable compression ratio mechanism.

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