JP6024582B2 - Internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine.

  In the combustion chamber of the internal combustion engine, the air-fuel mixture is ignited in a compressed state. It is known that the compression ratio when the air-fuel mixture is compressed affects the output and fuel consumption of the internal combustion engine. By increasing the compression ratio, the output torque can be increased and the thermal efficiency can be improved. However, it is known that abnormal combustion such as knocking occurs when the compression ratio is too high. In the prior art, an internal combustion engine that changes the compression ratio during an operation period is known. As a variable compression ratio mechanism that changes the compression ratio during the operation period, it is known to employ a mechanism that changes the volume of the combustion chamber when the piston reaches top dead center.

  Japanese Unexamined Patent Application Publication No. 2005-214088 discloses a variable compression ratio engine that can change the position when the piston reaches top dead center by moving the reciprocating operation element back and forth. In this variable compression ratio engine, the compression ratio is changed by an actuator mechanism. The actuator mechanism includes a ball screw, a rotation transmission system that transmits the rotation of the motor to a nut of the ball screw, and a clutch interposed in the rotation transmission system. This publication discloses the use of a reverse input limiting clutch that transmits rotation from an input member to which a motor drive is input to the nut, but blocks transmission of rotation from the nut to the input member. Yes.

  Japanese Patent Application Laid-Open No. 2007-239520 discloses a link train that links a piston that reciprocates in a cylinder and a crankpin of a crankshaft, a control shaft that changes a rotational position by a drive unit, and a link between the control shaft and the control shaft. There is disclosed a variable compression ratio device for an internal combustion engine having a control link linked to a row and having a piston stroke that changes in accordance with a rotational position of a control shaft. In this variable compression ratio device, it is disclosed that a clutch for interrupting reverse input from the control shaft to the drive unit is interposed in a power transmission path from the drive unit to the control shaft.

Japanese Patent Laying-Open No. 2005-214088 JP 2007-239520 A

  In an internal combustion engine having a variable compression ratio mechanism that changes the volume of the combustion chamber when the piston reaches top dead center, when the fuel burns, the pressure in the combustion chamber, that is, the in-cylinder pressure increases. When the in-cylinder pressure rises, a force acts on the members constituting the combustion chamber in the direction in which the volume of the combustion chamber increases, and the force acting on the variable compression ratio mechanism also increases. This force may be transmitted to a motor that drives a mechanism that changes the volume of the combustion chamber. For this reason, it is known that the variable compression ratio mechanism is provided with a reverse input blocking clutch that blocks the rotational force due to the in-cylinder pressure so that the rotational force due to the in-cylinder pressure is not transmitted to the motor. The reverse input cut-off clutch has a lock function that cuts off the rotational force generated by the in-cylinder pressure. When changing the mechanical compression ratio, the volume of the combustion chamber is changed after releasing the lock function.

  The mechanical compression ratio is not limited to changing during the period when the engine body is being driven, but may be changed during the period when the engine body is stopped. For example, the mechanical compression ratio may be changed in order to detect an abnormality in the variable compression ratio mechanism while the engine body is stopped. Alternatively, in a hybrid drive apparatus that uses an electric motor as a power source in addition to the internal combustion engine, there is a period in which the engine body is temporarily stopped. During this period, the mechanical compression ratio may be changed to form an oil film around the eccentric shaft or the like.

  By the way, the variable compression ratio mechanism can change the volume of the combustion chamber when the piston reaches top dead center by moving the cylinder block relative to the crankcase. In this variable compression ratio mechanism, the cylinder block is always urged against the crankcase in order to suppress vibration of the cylinder block during the operation period. For this reason, when the locked state of the reverse input cutoff clutch is released during the stop period of the engine body, the rotational force necessary to release the locked state is necessary to release the locked state during the operation period. In some cases, it was greater than the rotational force. In order to be able to release the locked state of the reverse input cutoff clutch during the stop period of the engine body, it is necessary to increase the size of the rotating machine of the variable compression ratio mechanism. As a result, there has been a problem that the power consumption of the variable compression ratio mechanism is increased and the area where the rotating machine is disposed is increased.

  An object of this invention is to provide an internal combustion engine provided with the variable compression ratio mechanism which can change a mechanical compression ratio with a small rotary machine.

An internal combustion engine according to the present invention includes an engine body including a support structure including a crankcase and a cylinder block having a combustion chamber, and variable compression capable of changing a mechanical compression ratio by changing a relative position of the cylinder block with respect to the support structure. And a ratio mechanism. The variable compression ratio mechanism is interposed between the support structure and the cylinder block, and includes a shaft including an eccentric shaft, a drive device that rotates the shaft, and an urging member that urges the cylinder block in a direction away from the support structure. Including. The drive device includes a rotating machine and a clutch disposed in a driving force transmission path that transmits the rotational force of the rotating machine to the shaft. The clutch is formed so as to cut off the transmission of the rotational force to the input shaft of the clutch when a rotational force in the rotational direction corresponding to the direction in which the cylinder block moves away from the support structure is applied to the output shaft of the clutch . . The internal combustion engine is required to release the transmission of the rotational force of the clutch in the state before the mechanical compression ratio is lowered when a request to lower the mechanical compression ratio occurs during the stop period of the engine body. It is determined whether or not the first torque of the input shaft is smaller than the second torque that can be supplied to the input shaft by the rotating machine, and the mechanical compression ratio is determined when the first torque is smaller than the second torque. When the first torque is greater than the second torque, the mechanical compression ratio is prohibited to decrease.

  In the above invention, when a request to lower the mechanical compression ratio occurs during the stop period of the engine body, the second mechanical compression ratio is further reduced in the state after the first mechanical compression ratio is lowered. Whether or not the third torque of the input shaft necessary for releasing the interruption of the transmission of the torque of the clutch when performing the reduction is smaller than the second torque that can be supplied to the input shaft by the rotating machine. When the third torque is smaller than the second torque, the first mechanical compression ratio is reduced, and when the third torque is larger than the second torque, the first mechanical compression is performed. A reduction in the ratio can be prohibited.

In the above invention, to estimate the position of the eccentric shaft when changing the mechanical compression ratio, when the position of the eccentric shaft is within a predetermined range, in order to release the blocking of the transmission of the rotational force of the clutch It can be determined that the required first torque of the input shaft is smaller than the second torque that can be supplied to the input shaft by the rotating machine.
In the above invention, to estimate the position of the eccentric shaft when changing the mechanical compression ratio, and to release the interruption of transmission of the torque of the clutch when the position of the eccentric shaft is within a predetermined range It can be determined that the required third torque of the input shaft is smaller than the second torque that can be supplied to the input shaft by the rotating machine.

  In the above invention, when the reduction of the mechanical compression ratio is prohibited, the mechanical compression ratio can be reduced after the engine body is started.

  ADVANTAGE OF THE INVENTION According to this invention, an internal combustion engine provided with the variable compression ratio mechanism which can change a mechanical compression ratio with a small rotary machine can be provided.

1 is a schematic overall view of an internal combustion engine in an embodiment. It is a general | schematic exploded perspective view of the variable compression ratio mechanism in embodiment. It is a 1st schematic sectional drawing of the variable compression ratio mechanism explaining the change of the mechanical compression ratio in embodiment. It is a 2nd schematic sectional drawing of the variable compression ratio mechanism explaining the change of the mechanical compression ratio in embodiment. It is a 3rd schematic sectional drawing of the variable compression ratio mechanism explaining the change of the mechanical compression ratio in embodiment. It is the 1st schematic sectional view of the clutch in an embodiment. It is a 2nd schematic sectional drawing of the clutch in embodiment. It is the 1st schematic sectional view of a clutch when reducing the mechanical compression ratio in an embodiment. It is a 2nd schematic sectional drawing of a clutch when reducing the mechanical compression ratio in embodiment. It is a schematic sectional drawing of a clutch when raising the mechanical compression ratio in embodiment. It is a graph with the eccentric shaft angle in embodiment, and the load added to a cylinder block by a lift spring. It is a graph of an angle coefficient when the link mechanism with respect to the eccentric shaft angle in embodiment transmits a rotational force. In the clutch of an embodiment, it is a graph of torque required for an input shaft in order to cancel a lock state to torque applied to an output shaft. In the clutch of an embodiment, it is a graph of torque required for an input shaft in order to cancel a lock state to an eccentric shaft angle. It is a flowchart of operation control in an embodiment.

  An internal combustion engine according to an embodiment will be described with reference to FIGS. In the present embodiment, a spark ignition type internal combustion engine attached to a vehicle will be described as an example. The internal combustion engine in the present embodiment includes a variable compression ratio mechanism that can change the mechanical compression ratio.

  FIG. 1 is a schematic diagram of an internal combustion engine according to an embodiment. The internal combustion engine includes an engine body 90. The engine body 90 includes a support structure including the crankcase 1. The support structure is formed to support the crankshaft. The engine body 90 includes the cylinder block 2 and the cylinder head 3. A piston 4 is disposed in a hole formed in the cylinder block 2. A spark plug 6 is disposed at the center of the top surface of the combustion chamber 5. In the present invention, the space surrounded by the crown surface of the piston 4, the hole of the cylinder block 2, and the cylinder head 3 at the position of the arbitrary piston 4 is referred to as a combustion chamber.

  An intake port 8 and an exhaust port 10 are formed in the cylinder head 3. An intake valve 7 is disposed at the end of the intake port 8. The intake valve 7 opens and closes as the intake cam 49 rotates. An exhaust valve 9 is disposed at the end of the exhaust port 10. The intake port 8 is connected to a surge tank 12 via an intake branch pipe 11. A fuel injection valve 13 for injecting fuel into the corresponding intake port 8 is arranged in each intake branch pipe 11. The fuel injection valve 13 may be arranged so as to inject fuel directly into each combustion chamber 5 instead of being attached to the intake branch pipe 11.

  The surge tank 12 is connected to an air cleaner 15 via an intake duct 14. A throttle valve 17 driven by an actuator 16 is disposed inside the intake duct 14. In addition, an intake air amount detector 18 using, for example, heat rays is disposed inside the intake duct 14. On the other hand, the exhaust port 10 is connected through an exhaust manifold 19 to a catalyst device 20 containing, for example, a three-way catalyst. An air-fuel ratio sensor 21 is disposed in the exhaust manifold 19.

  The internal combustion engine in the present embodiment includes a variable compression ratio mechanism A that can change the volume of the combustion chamber 5 when the piston 4 is located at the compression top dead center. The variable compression ratio mechanism A is formed so as to change the relative position of the cylinder block 2 with respect to the crankcase 1 in the cylinder axial direction. A lift spring 65 as an urging member is disposed between the crankcase 1 and the cylinder block 2. The lift spring 65 is formed to urge the cylinder block 2 in a direction away from the crankcase 1. The urging member is not limited to this form, and any member that urges the cylinder block 2 in a direction away from the crankcase 1 can be employed.

  A relative position sensor 22 for detecting the relative position of the cylinder block 2 with respect to the crankcase 1 is attached to the crankcase 1 and the cylinder block 2. The relative position sensor 22 outputs an output signal indicating a change in the interval between the crankcase 1 and the cylinder block 2. A throttle opening sensor 24 for generating an output signal indicating the throttle valve opening is attached to the actuator 16 for driving the throttle valve.

  The control device for the internal combustion engine in the present embodiment includes an electronic control unit 30. Electronic control unit 30 in the present embodiment includes a digital computer. The digital computer includes a ROM (Read Only Memory) 32, a RAM (Random Access Memory) 33, a CPU (Microprocessor) 34, an input port 35 and an output port 36 connected to each other by a bidirectional bus 31.

  Output signals of the intake air amount detector 18, air-fuel ratio sensor 21, relative position sensor 22, and throttle opening sensor 24 are input to the input port 35 via corresponding AD converters 37. A load sensor 41 that generates an output voltage proportional to the amount of depression of the accelerator pedal 40 is connected to the accelerator pedal 40. The output voltage of the load sensor 41 is input to the input port 35 via the corresponding AD converter 37. The required load can be detected from the output of the load sensor 41. Further, the input port 35 is connected to a crank angle sensor 42 that generates an output pulse every time the crankshaft rotates, for example, 30 °. From the output of the crank angle sensor 42, the crank angle and the engine speed can be detected.

  On the other hand, the output port 36 is connected to the ignition plug 6, the fuel injection valve 13, the actuator 16 for driving the throttle valve, and the variable compression ratio mechanism A through a corresponding drive circuit 38. These devices are controlled by the electronic control unit 30.

  FIG. 2 is an exploded perspective view of the variable compression ratio mechanism in the present embodiment. FIG. 3 shows a first schematic cross-sectional view of the variable compression ratio mechanism in the present embodiment. Referring to FIGS. 2 and 3, a plurality of protrusions 50 spaced from each other are formed below both side walls of cylinder block 2. Each protrusion 50 is formed with a cam insertion hole 51 having a circular cross section. On the other hand, the upper wall of the crankcase 1 is formed with a plurality of protrusions 52 that are fitted between the protrusions 50 at intervals. These protrusions 52 are also formed with cam insertion holes 53 having a circular cross section.

  The variable compression ratio mechanism in the present embodiment includes a pair of camshafts 54 and 55. The camshafts 54 and 55 are interposed between the crankcase 1 and the cylinder block 2. On each of the cam shafts 54 and 55, circular cams 58 that are rotatably inserted into the respective cam insertion holes 53 are arranged. These circular cams 58 are coaxial with the rotational axes of the camshafts 54 and 55. On the other hand, on both sides of each circular cam 58, eccentric shafts 57 arranged eccentrically with respect to the rotational axes of the respective cam shafts 54, 55 extend as shown in FIG. Another circular cam 56 is eccentrically attached to the eccentric shaft 57 so as to be rotatable. As shown in FIG. 2, the circular cams 56 are disposed on both sides of each circular cam 58. These circular cams 56 are rotatably inserted into the corresponding cam insertion holes 51. The cylinder block 2 is supported by the crankcase 1 via camshafts 54 and 55 including an eccentric shaft 57.

  FIG. 4 shows a second schematic cross-sectional view of the variable compression ratio mechanism in the present embodiment. FIG. 5 shows a third schematic cross-sectional view of the variable compression ratio mechanism in the present embodiment. 3 to 5 are cross-sectional views illustrating the function of the variable compression ratio mechanism when changing the mechanical compression ratio in normal operation. When the circular cams 58 arranged on the camshafts 54 and 55 are rotated in opposite directions from the state shown in FIG. 3, the eccentric shafts 57 move in directions toward each other. The eccentric shaft 57 rotates around the rotation axis of the respective camshafts 54 and 55. The cylinder block 2 moves away from the crankcase 1 as indicated by an arrow 99. At this time, the circular cam 56 rotates in the opposite direction to the circular cam 58 in the cam insertion hole 51, and the eccentric shaft 57 changes from a low position to an intermediate height position as shown in FIG. Next, when the circular cam 58 is further rotated in the direction indicated by the arrow 68, the cylinder block 2 further moves away from the crankcase 1 as indicated by the arrow 99. As a result, the eccentric shaft 57 is at the highest position as shown in FIG.

  3 to 5 show the positional relationship between the center a of the circular cam 58, the center b of the eccentric shaft 57, and the center c of the circular cam 56 in each state. As can be seen by comparing FIGS. 3 to 5, the relative positions of the crankcase 1 and the cylinder block 2 are determined by the distance between the center a of the circular cam 58 and the center c of the circular cam 56. As the distance between the center a of the circular cam 58 and the center c of the circular cam 56 increases, the cylinder block 2 moves away from the crankcase 1. That is, in the variable compression ratio mechanism A, the relative position between the crankcase 1 and the cylinder block 2 is changed by a link mechanism using a rotating cam.

  When the cylinder block 2 is separated from the crankcase 1, the volume of the combustion chamber 5 when the piston 4 is located at the compression top dead center increases. As the cylinder block 2 approaches the crankcase 1, the volume of the combustion chamber 5 when the piston 4 is located at the compression top dead center is reduced. Therefore, the volume of the combustion chamber 5 when the piston 4 is positioned at the compression top dead center can be changed by rotating the camshafts 54 and 55.

  The variable compression ratio mechanism in the present embodiment includes a drive device that rotates an eccentric shaft 57 for changing the volume of the combustion chamber 5. As shown in FIG. 2, the drive device includes a motor 59 as a rotating machine, a clutch 70, worms 61 and 62, worm wheels 63 and 64, and the like. A pair of worms 61 and 62 having opposite spiral directions are attached to the rotating shaft 60 so that the cam shafts 54 and 55 are rotated in opposite directions. Worm wheels 63 and 64 that mesh with the worms 61 and 62 are fixed to the ends of the camshafts 54 and 55, respectively. The rotating machine of the driving device is not limited to the motor 59, and any device that can rotate the input shaft of the clutch 70 can be employed.

  In the present embodiment, by driving the motor 59, the volume of the combustion chamber 5 when the piston 4 is positioned at the compression top dead center can be changed over a wide range. The variable compression ratio mechanism is controlled by the electronic control unit 30, and the motor 59 that rotates the camshafts 54 and 55 is connected to the output port 36 via the corresponding drive circuit 38.

  As described above, the variable compression ratio mechanism according to the present embodiment has a variable volume of the combustion chamber 5 when the piston reaches the top dead center by moving the cylinder block 2 relative to the crankcase 1. Is formed. In the present embodiment, the compression ratio determined only from the stroke volume of the piston from the bottom dead center to the top dead center and the volume of the combustion chamber when the piston reaches the top dead center is referred to as a mechanical compression ratio. The mechanical compression ratio does not depend on the closing timing of the intake valve, etc., (mechanical compression ratio) = (combustion chamber volume when piston reaches top dead center + piston stroke volume) / (piston up The volume of the combustion chamber when reaching the dead point).

  In the state shown in FIG. 3, the volume of the combustion chamber 5 is small and the mechanical compression ratio is high. When the intake air amount is always constant, the actual compression ratio becomes high. On the other hand, in the state shown in FIG. 5, the volume of the combustion chamber 5 is large and the mechanical compression ratio is low. When the intake air amount is always constant, the actual compression ratio is low.

  The internal combustion engine in the present embodiment can change the actual compression ratio by changing the mechanical compression ratio during the operation period. The mechanical compression ratio can be changed by the variable compression ratio mechanism in accordance with the operating state of the internal combustion engine. For example, as the required load increases, the amount of intake air increases and abnormal combustion such as knocking tends to occur. For this reason, in a predetermined operation region, it is possible to perform control to reduce the mechanical compression ratio as the required load increases.

  Referring to FIGS. 3 to 5, eccentric shaft 57 rotates around the rotation shaft of cam shafts 54, 55, that is, the rotation shaft of circular cam 58. In order to reduce the mechanical compression ratio, the eccentric shaft 57 is rotated in the direction indicated by the arrow 68. In order to increase the mechanical compression ratio, the eccentric shaft 57 is rotated in the direction indicated by the arrow 69.

  In the present embodiment, the rotation direction of the eccentric shaft 57 when the cylinder block 2 is moved relative to the crankcase 1 in the direction of separating the cylinder block 2 is referred to as one rotation direction. Further, the rotation direction of the eccentric shaft 57 when the cylinder block 2 is relatively moved with respect to the crankcase 1 is referred to as the other rotation direction. In the present embodiment, arrow 68 is one rotation direction, and arrow 69 is the other rotation direction.

  Referring to FIG. 2, the variable compression ratio mechanism in the present embodiment includes a clutch 70 arranged in a driving force transmission path for transmitting the rotational force (torque) of motor 59 to camshafts 54 and 55. In the present embodiment, the clutch 70 has an input side connected to a rotary shaft 66 that transmits the rotational force of the motor 59, and an output side connected to a rotary shaft 60 that supports the worms 61 and 62.

  The clutch 70 in the present embodiment is a so-called reverse input cutoff clutch. The reverse input cutoff clutch in the present embodiment is configured to transmit the rotational force from the input shaft to the output shaft and to block the rotational force from the output shaft. That is, the clutch 70 transmits the rotational force of the rotary shaft 66 transmitted from the motor 59 to the worms 61 and 62, and interrupts the rotational force of the rotary shaft 60 transmitted from the worms 61 and 62 and transmits it to the motor 59. It has a structure that does not.

  In FIG. 6, the 1st schematic sectional drawing of the clutch 70 in this Embodiment is shown. In FIG. 7, the 2nd schematic sectional drawing of the clutch 70 in this Embodiment is shown. FIG. 7 is a schematic cross-sectional view taken along line X in FIG.

  Referring to FIGS. 6 and 7, clutch 70 of the present embodiment includes an outer ring 77. The outer ring 77 is fixed to the housing 78 by screws 85. The outer ring 77 is fixed without moving during the period in which the clutch 70 is driven. The clutch 70 has an output shaft 74. The output shaft 74 is connected to the rotating shaft 60 to which the worms 61 and 62 are fixed. The output shaft 74 rotates about the rotation center shaft 88 as a rotation center. The output shaft 74 has a hole 75. A plurality of holes 75 are formed along the circumferential direction in which the output shaft 74 rotates. The output shaft 74 in the present embodiment has a polygonal cross section. In the example shown in FIG. 6, the output shaft 74 has a regular octagonal cross-sectional shape.

  The clutch 70 includes an input shaft 71. The input shaft 71 rotates about the rotation center shaft 88 as a rotation center. The input shaft 71 is connected to a rotating shaft 66 that transmits the rotational force of the motor 59. The input shaft 71 has an insertion part 72 and a holding part 73. The insertion part 72 and the holding part 73 rotate integrally.

  The plurality of insertion portions 72 are formed at positions corresponding to the plurality of hole portions 75 of the output shaft 74. The insertion portion 72 is inserted into the hole 75 of the output shaft 74. The inner diameter of the hole portion 75 is formed to be larger than the outer diameter of the insertion portion 72. A gap is formed between the insertion portion 72 and the hole 75. The plurality of holding portions 73 are disposed between the outer ring 77 and the output shaft 74. The holding portion 73 faces the rollers 80a and 80b. When the input shaft 71 rotates in the direction in which the eccentric shaft 57 rotates in one rotation direction, the roller 80a is pressed, and the eccentric shaft 57 moves in the other rotation direction. When the input shaft 71 rotates in the rotating direction, the roller 80b is pressed.

  Rollers 80 a and 80 b are arranged in the space between the output shaft 74 and the outer ring 77. The rollers 80a and 80b in the present embodiment are formed in a cylindrical shape. A spring 81 is disposed between the rollers 80a and 80b. The spring 81 urges the rollers 80a and 80b in a direction away from each other.

  The output shaft 74 and the outer ring 77 form locking portions 86a and 86b for locking the rollers 80a and 80b. The engaging portions 86a and 86b are portions where the distance between the end surface of the output shaft 74 and the inner surface of the outer ring 77 is gradually reduced along the direction in which the rollers 80a and 80b are urged. The locking portions 86a and 86b are formed narrow so that the rollers 80a and 80b do not pass through.

  Referring to FIG. 2, clutch 70 in the present embodiment is disposed between motor 59 and worm 62, but is not limited to this configuration, and the rotational force of motor 59 is transmitted to camshafts 54 and 55. It can arrange | position to the driving force transmission path | route to do. For example, the clutch 70 may be disposed between the worm wheels 63 and 64 and the cam shafts 54 and 55. In this case, a clutch can be arranged for each of the camshafts 54 and 55.

  Next, the operation of the clutch 70 in the present embodiment will be described. Clutch 70 in the present embodiment transmits this rotational force to output shaft 74 when the rotational force of motor 59 is input to input shaft 71. On the other hand, when the rotational force from the camshafts 54 and 55 is transmitted to the output shaft 74, the clutch 70 is locked and interrupts the rotational force. In particular, the clutch 70 cuts off the rotational force when the rotational force is transmitted from the worms 61 and 62 in the direction in which the eccentric shaft 57 rotates in one rotational direction.

  Referring to FIG. 1, in the present embodiment, cylinder block 2 is biased by lift spring 65 in a direction away from crankcase 1. During the operation period of the internal combustion engine, a force acts in a direction in which the cylinder block 2 approaches the crankcase 1 due to the influence of gravity or the negative pressure of the combustion chamber 5 in the intake stroke of the combustion cycle. However, by arranging the lift spring 65, the cylinder block 2 is always urged in the direction away from the crankcase 1, and the occurrence of vibration or the like in the cylinder block 2 can be suppressed. Further, whenever fuel is burned in the combustion chamber 5, a force acts in a direction in which the cylinder block 2 is separated from the crankcase 1 due to the in-cylinder pressure.

  The rotational force in the direction in which the cylinder block 2 moves away from the crankcase 1 is transmitted to the clutch 70 via the camshafts 54 and 55, the worm wheels 63 and 64, and the worms 61 and 62. With reference to FIG. 6, an arrow 100 is a direction corresponding to a direction in which the cylinder block 2 moves up with respect to the crankcase 1. That is, the rotation direction in which the combustion chamber 5 becomes large when the mechanical compression ratio becomes small and the piston 4 reaches top dead center is shown. A force is always applied to the cylinder block 2 in a direction away from the crankcase 1, and a force is applied to the output shaft 74 in the direction indicated by the arrow 100.

  The roller 80a is pressed by the spring 81 and is in contact with the locking portion 86a. For this reason, a wedge effect is generated in the roller 80a, the rotation of the output shaft 74 with respect to the outer ring 77 is prevented, and the output shaft 74 is locked. In this manner, the clutch 70 can block the rotational force from the output side corresponding to the direction in which the cylinder block 2 is separated from the crankcase 1. Similarly, when a rotational force in the direction opposite to the arrow 100 is applied to the output shaft 74, the roller 80b comes into contact with the locking portion 86b and the output shaft 74 is locked. As described above, when the motor 59 is not driven, the clutch 70 locks the output shaft 74 by the rollers 80a and 80b being engaged with the engaging portions 86a and 86b.

  FIG. 8 is a first schematic cross-sectional view of the clutch 70 for explaining the operation when the mechanical compression ratio is lowered. When lowering the mechanical compression ratio, the cylinder block 2 is moved away from the crankcase 1. By driving the motor 59, the insertion portion 72 of the input shaft 71 rotates in the direction indicated by the arrow 101. Before the insertion part 72 contacts the inner surface of the hole 75, the holding part 73 contacts the roller 80a.

  FIG. 9 is a second schematic cross-sectional view of the clutch 70 for explaining the operation when the mechanical compression ratio is lowered. By further rotating the input shaft 71, the holding portion 73 presses the roller 80a. The roller 80a is separated from the locking portion 86a. That is, the wedge effect of the roller 80a disappears. Therefore, the output shaft 74 is released from the locked state and can rotate in the direction indicated by the arrow 101 with respect to the outer ring 77. When the insertion portion 72 of the input shaft 71 rotates in the direction indicated by the arrow 101, the insertion portion 72 can press the hole 75 of the output shaft 74 and rotate the output shaft 74. At this time, since the output shaft 74 rotates in a direction in which the roller 80b moves away from the engaging portion 86b, the locked state by the roller 80b is also released.

  FIG. 10 is a schematic cross-sectional view of the clutch 70 for explaining the operation when raising the mechanical compression ratio. In order to increase the mechanical compression ratio, the cylinder block 2 is moved in a direction closer to the crankcase 1. By driving the motor 59, the insertion portion 72 and the holding portion 73 of the input shaft 71 are rotated in the direction indicated by the arrow 102.

  By rotating the insertion portion 72 and the holding portion 73 of the input shaft 71 in the direction indicated by the arrow 102, the holding portion 73 presses the roller 80b. The roller 80b is detached from the locking portion 86b, and the wedge effect of the roller 80b disappears. Next, when the insertion portion 72 of the input shaft 71 presses the hole 75 of the output shaft 74, the rotational force of the input shaft 71 can be transmitted to the output shaft 74. The output shaft 74 rotates in the direction indicated by the arrow 102. At this time, since the output shaft 74 rotates in a direction in which the roller 80a is separated from the engaging portion 86a, the locked state by the roller 80a is also released. Thus, the rotational force of the input shaft 71 can be transmitted to the output shaft 74.

  By the way, during the operation period of the engine main body 90, the in-cylinder pressure due to the combustion occurring in the combustion chamber 5 acts on the cylinder head 3. For this reason, during the operation period of the engine body 90, in-cylinder pressure is applied to the cylinder block in addition to the urging force of the lift spring 65.

  Referring to FIGS. 8 and 9, when reducing the mechanical compression ratio, input shaft 71 rotates in the direction indicated by arrow 101. The rotational force applied to the output shaft 74 indicated by the arrow 100 depends on the in-cylinder pressure. As the in-cylinder pressure increases, the rotational force applied to the output shaft 74 also increases, and the wedge effect at the locking portion 86a that locks the reverse input torque also increases. However, since the in-cylinder pressure vibrates, when the roller 80a is pressed by the holding portion 73 during the period in which the in-cylinder pressure decreases, the roller 80a can be detached from the locking portion 86a with a relatively small force.

  Referring to FIG. 10, when increasing the mechanical compression ratio, input shaft 71 rotates in the direction indicated by arrow 102. In the locking portion 86a, the input shaft 71 rotates in a direction in which the roller 80a is detached from the locking portion 86a. Since the holding portion 73 presses the roller 80b of the locking portion 86b on the side where the reverse input torque is not interrupted, the roller 80b can be easily detached from the locking portion 86b.

  By the way, the internal combustion engine of the present embodiment performs control to drive the variable compression ratio mechanism while the engine main body 90 is stopped. Here, the stop of the engine main body 90 indicates not only that the combustion of fuel in the combustion chamber 5 is stopped, but also a state in which the torque output from the engine main body 90 is zero. That is, the engine speed is zero. Even in a state where the engine main body 90 is stopped, for example, the mechanical compression ratio may be changed in order to check whether there is an abnormality in the variable compression ratio mechanism.

  Referring to FIG. 1, the combustion of fuel in combustion chamber 5 is stopped while engine main body 90 is stopped. For this reason, the load applied to the cylinder block 2 by the in-cylinder pressure becomes zero. However, a load is applied to the cylinder block 2 in a direction away from the crankcase 1 by a lift spring 65 disposed between the crankcase 1 and the cylinder block 2.

  Referring to FIG. 2, the load acting on cylinder block 2 is input to output shaft 74 of clutch 70 via camshafts 54 and 55, worm wheels 63 and 64, worms 61 and 62, and rotating shaft 60. . The rotational direction of the torque input to the output shaft 74 at this time corresponds to the direction in which the cylinder block 2 is separated from the crankcase 1.

  Referring to FIG. 6, the torque in the rotational direction indicated by arrow 100 is applied to output shaft 74 in clutch 70 even during the stop period of engine body 90. The roller 80a is in a state where the roller 80a is locked to the locking portion 86a and the rotational force of the output shaft 74 is blocked from being transmitted to the input shaft 71. That is, the output shaft 74 is in a locked state.

  When the mechanical compression ratio is increased during the stop period of the engine body 90, the locked state can be released by the same control as during the operation period of the engine body 90. That is, as shown in FIG. 10, by rotating the input shaft 71 in the direction shown by the arrow 102 by the motor 59, the locked state by the roller 80a can be released and the mechanical compression ratio can be increased.

  On the other hand, when the mechanical compression ratio is lowered, the roller 80a is pressed by the holding portion 73 by rotating the input shaft 71 in the direction indicated by the arrow 101 by the motor 59 as shown in FIGS. Then, the roller 80a is detached from the locking portion 86a.

  However, during the stop period of the engine main body 90, since there is no combustion in the combustion chamber 5, the rotational force indicated by the arrow 100 applied to the output shaft 74 is in a substantially constant state. Further, the pulsation of the in-cylinder pressure cannot be used to release the clutch 70 from the locked state. For this reason, when lowering the mechanical compression ratio, the torque applied to the input shaft 71 required to release the locked state is greater during the stop period than during the operation period. That is, the torque for rotating the holding portion 73 to disengage the roller 80a from the locking portion 86a is larger during the stop period than during the operation period.

  In the internal combustion engine of the present embodiment, when a request for lowering the mechanical compression ratio occurs during the stop period of the engine body 90, the locked state of the clutch 70 can be released by the drive device of the variable compression ratio mechanism. It is determined whether or not. In a state before the mechanical compression ratio is lowered, the first torque of the input shaft 71 necessary for releasing the interruption of the transmission of the rotational force of the clutch 70 is smaller than the second torque that can be supplied by the motor 59. It is determined whether or not. That is, it is determined whether or not the roller 80a can be pressed by the maximum torque of the motor 59 and can be detached from the locking portion 86a.

  When the first torque for releasing the lock state of the clutch 70 is smaller than the second torque that can be supplied by the motor 59, or when the first torque and the second torque are the same, the machine Reduce compression ratio. On the other hand, when the first torque for releasing the locked state of the clutch 70 is larger than the second torque that can be supplied by the motor 59, the reduction of the mechanical compression ratio is prohibited. When the reduction of the mechanical compression ratio is prohibited, after the engine body 90 is started, control for reducing the mechanical compression ratio is performed.

  Next, a method of estimating the torque applied to the output shaft 74 of the clutch 70 and the torque of the input shaft 71 necessary for releasing the locked state of the clutch 70 during the stop period of the engine main body 90 will be described.

  FIG. 11 is a graph of the load applied to the cylinder block 2 with respect to the eccentric shaft angle in the link mechanism of the variable compression ratio mechanism. The vertical axis indicates the load applied to the cylinder block 2 by the lift spring 65. 3 to 5, in the present embodiment, the angle formed by the line connecting the center a of the circular cam 58 and the center b of the eccentric shaft 57 and the moving direction of the cylinder block 2 is the eccentric shaft angle. Called θ. In the state shown in FIG. 3 where the mechanical compression ratio is the highest, the eccentric shaft angle is 0 °. In the present embodiment, the eccentric shaft angle θ increases as the mechanical compression ratio decreases. As shown in FIG. 5, when the mechanical compression ratio is at a minimum, the eccentric shaft angle θ is approximately 180 °.

  Referring to FIG. 11, in the present embodiment, the lower the mechanical compression ratio, the longer the lift spring 65 becomes because the cylinder block 2 moves away from the crankcase 1. That is, the lower the mechanical compression ratio, the smaller the amount of contraction of the lift spring 65 and the smaller the load applied to the cylinder block 2. For this reason, as the eccentric shaft angle θ increases, the load applied to the cylinder block 2 decreases. Even when the eccentric shaft angle becomes 180 °, the lift spring 65 is in a contracted state, and a minimum load is applied to the cylinder block 2.

  Thus, the load applied from the lift spring 65 to the cylinder block 2 is determined by the relative position of the cylinder block 2 with respect to the crankcase 1. In the present embodiment, the load by the lift spring 65 can be calculated by detecting the relative position by the relative position sensor 22. Further, the eccentric shaft angle θ can be calculated from the relative position. Alternatively, the eccentric shaft angle may be detected by an arbitrary device, and the load by the lift spring may be calculated.

  FIG. 12 shows a graph of the angle coefficient with respect to the eccentric shaft angle. The angle coefficient on the vertical axis indicates the force transmission rate when the load applied to the cylinder block 2 by the link mechanism is transmitted to the worm wheels 63 and 64. As shown in FIGS. 3 to 5, the variable compression ratio mechanism of the present embodiment has a link mechanism in which the centers a and c of the circular cams 56 and 58 and the center b of the eccentric shaft 57 move relative to each other. The load applied to the cylinder block 2 is transmitted to the worm wheels 63 and 64 through this link mechanism. At this time, the rotational force transmitted to the worm wheels 63 and 64 changes depending on the state of the link mechanism, that is, the eccentric shaft angle. Even if the load applied to the cylinder block is the same, the torque transmitted to the worm wheels 63 and 64 increases as the angle coefficient increases. The torque applied to the worm wheels 63 and 64 can be calculated by multiplying the load applied to the cylinder block 2 shown in FIG. 11 by the angle coefficient shown in FIG.

  Next, the torque applied to the output shaft 74 of the clutch 70 can be calculated based on the gear ratio between the worm wheels 63 and 64 and the worms 61 and 62. Note that the clutch 70 is locked by the torque input to the output shaft 74.

  FIG. 13 is a graph showing the unlocking torque with respect to the torque applied to the output shaft 74 of the clutch 70. FIG. 13 shows a graph when the mechanical compression ratio is lowered, and the vertical axis is a torque necessary for releasing the lock state of the clutch 70 when the mechanical compression ratio is lowered. That is, the torque to be applied to the input shaft 71 of the clutch 70 is shown. As the torque applied to the output shaft 74 increases, the torque for releasing the locked state also increases. Since the in-cylinder pressure pulsation can be used during the operation period of the engine main body 90, the torque for releasing the locked state of the clutch 70 is substantially equal to the torque applied to the output shaft 74. However, during the stop period of the engine main body 90, the torque for releasing the locked state is larger than the torque applied to the output shaft 74.

  The torque required for the input shaft 71 to release the locked state of the clutch 70 is calculated based on the relationship shown in FIG. 13 to the torque applied to the output shaft 74 of the clutch 70 calculated by the relationship shown in FIGS. be able to.

  FIG. 14 is a graph showing the torque required to release the lock state with respect to the eccentric shaft angle when the mechanical compression ratio is lowered. The motor 59 of the drive device of the present embodiment is formed so that the torque that can be applied to the input shaft 71 of the clutch 70 is smaller than the maximum value of the torque for releasing the locked state. FIG. 14 shows the upper limit of the torque that can be applied to the input shaft 71 by the motor 59 of the drive device.

  In the range below the eccentric shaft angle θL and the range above the eccentric shaft angle θH, a torque larger than the torque for releasing the locked state can be supplied by the motor 59, and the locked state can be released. However, in a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, the torque required to release the clutch 70 is larger than the torque that can be supplied to the input shaft 71 by the motor 59. ing. That is, in a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, it is impossible to release the locked state in order to reduce the mechanical compression ratio.

  Therefore, in the internal combustion engine of the present embodiment, the current eccentric shaft angle θ is detected, and when the current eccentric shaft angle θ is equal to or smaller than the eccentric shaft angle θL or equal to or larger than the eccentric shaft angle θH, It is determined that the torque of the input shaft 71 necessary for releasing the locked state is smaller than the torque that can be supplied to the input shaft 71 by the motor 59. It is determined that the torque that can be supplied to the clutch 70 by the motor 59 is large and the locked state of the clutch 70 can be released. For this purpose, control is performed to reduce the mechanical compression ratio.

  On the other hand, when the current eccentric shaft angle θ is larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, the torque of the input shaft 71 required to release the clutch 70 is released by the motor 59. It is determined that the torque is greater than the torque that can be supplied to the input shaft 71. A region that is larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH is a region in which the locked state cannot be released, and performs control to prohibit a decrease in the mechanical compression ratio.

  Thus, by determining the range in which the mechanical compression ratio is reduced according to the torque that can be supplied to the input shaft 71 by the motor 59, it is not necessary to form the mechanical compression ratio so that it can be reduced at all eccentric shaft angles. The maximum torque of the motor 59 can be reduced. That is, the capacity of the motor 59 can be reduced. For example, when the maximum value of the torque supplied to the input shaft by the motor is made larger than the maximum value of the torque necessary for releasing the clutch locked state shown in FIG. 14, the mechanical compression ratio is obtained at all the eccentric shaft angles θ. Can be reduced. However, in this case, the motor for reducing the mechanical compression ratio becomes excessive. In the operation control in the present embodiment, in order to determine whether or not the mechanical compression ratio can be lowered, it is possible to avoid driving the motor when the mechanical compression ratio cannot be lowered. For this reason, the upper limit of the torque which the motor of a drive device outputs can be made low. Referring to FIG. 14, the maximum value of torque supplied to the input shaft by the motor can be made smaller than the maximum value of torque necessary for releasing the clutch locked state. In this way, the capacity of the motor can be reduced and the size can be reduced.

  In the present embodiment, the position of the eccentric shaft before reducing the mechanical compression ratio is estimated, and when the position of the eccentric shaft is within a predetermined range, it is determined that the mechanical compression ratio can be reduced. . By determining using the position of the eccentric shaft, it is possible to easily determine whether or not the torque required to release the clutch locked state is smaller than the torque supplied to the input shaft by the motor.

  In the present embodiment, the eccentric shaft angle is used to specify the position of the eccentric shaft, but the present invention is not limited to this configuration, and any variable relating to the position of the eccentric shaft can be employed. For example, the position of the eccentric shaft depends on the relative position of the cylinder block 2 with respect to the crankcase 1. For this reason, you may employ | adopt the relative position of the cylinder block 2 with respect to the crankcase 1 instead of the eccentric shaft angle.

  By the way, after the mechanical compression ratio is lowered and temporarily stopped during the stop period of the engine body 90, the mechanical compression ratio may be further lowered. That is, the second mechanical compression ratio may be lowered after the first mechanical compression ratio is lowered. In this control, when the first mechanical compression ratio is lowered, the mechanical compression ratio may be lowered by the motor 59, but the second mechanical compression ratio may not be lowered. That is, the engine compression ratio may not be reduced during the stop period. For example, in FIG. 14, due to the first decrease in the mechanical compression ratio, there may be a transition from an area where the lock state can be released to an area where the lock state cannot be released.

  In the operation control in the present embodiment, in addition to the state before the first reduction in the mechanical compression ratio, the second mechanical compression ratio is also applied to the state after the first reduction in the mechanical compression ratio. It is determined whether or not it is possible to reduce the value. That is, the third torque of the input shaft 71 necessary for releasing the interruption of the transmission of the rotational force of the clutch 70 is supplied to the input shaft 71 by the motor 59 in the state after the first mechanical compression ratio is lowered. It is determined whether or not it is smaller than the possible second torque. When the third torque is smaller than or equal to the second torque, the mechanical compression ratio is lowered, and when the third torque is larger than the second torque, the lowering of the mechanical compression ratio is prohibited. Take control. By performing this control, the mechanical compression ratio can be lowered even when a request for further lowering the mechanical compression ratio occurs from the state after the mechanical compression ratio is lowered.

  Similarly, when the mechanical compression ratio is increased during the stop period, similarly, when the mechanical compression ratio is increased, the locked state can not be released in order to decrease the mechanical compression ratio. There is. In the present embodiment, even when the mechanical compression ratio is increased, it is determined whether or not the mechanical compression ratio can be reduced from the state after the mechanical compression ratio is increased. When the mechanical compression ratio cannot be lowered from the state after the mechanical compression ratio is increased, control for prohibiting the increase of the mechanical compression ratio is performed. Then, after the engine main body 90 is started, control for increasing the mechanical compression ratio is performed.

  FIG. 15 shows a flowchart of operation control in the present embodiment. The operation control shown in FIG. 15 can be repeatedly performed at predetermined time intervals, for example.

  In step 120, it is determined whether or not the engine main body 90 is stopped. For example, it is determined whether or not the engine speed is zero. In step 120, when the engine main body 90 is operating, this control is terminated. In step 120, when the engine main body 90 is in the stop period, the routine proceeds to step 121.

  In step 121, it is determined whether a request for changing the mechanical compression ratio is detected. If the mechanical compression ratio change request is not detected, this control is terminated. If a request for changing the mechanical compression ratio is detected, the routine proceeds to step 122.

  In step 122, the eccentric shaft angle θi in the current mechanical compression ratio state and the eccentric shaft angle θj in the state after changing the mechanical compression ratio are calculated. The eccentric shaft angles θi and θj can be calculated based on the current mechanical compression ratio or the target mechanical compression ratio.

  Next, in step 123, it is determined whether or not the mechanical compression ratio is to be reduced. In step 123, when the mechanical compression ratio is decreased, the process proceeds to step 124. The case where the mechanical compression ratio is increased will be described later.

  In step 124, it is determined whether or not the eccentric shaft angle before the mechanical compression ratio is lowered, that is, the current eccentric shaft angle θi is in a range larger than the lower limit determination value of the eccentric shaft angle and smaller than the upper limit determination value. To do. That is, it is determined whether or not the motor 59 is in an area where the locked state cannot be released. These determination values can be determined in advance. In the present embodiment, it is determined whether or not the current eccentric shaft angle θi is in a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH shown in FIG. In step 124, if the current eccentric shaft angle θi is in a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, the reduction of the mechanical compression ratio is prohibited, and the routine proceeds to step 125.

  In step 125, a flag for lowering the mechanical compression ratio when the engine body 90 is started is set to 1. This flag is read immediately after the engine main body 90 is started. When the flag is 1, control for reducing the mechanical compression ratio is performed.

  If the eccentric shaft angle θi is equal to or smaller than the eccentric shaft angle θL or equal to or larger than the eccentric shaft angle θH at step 124, the routine proceeds to step 126. That is, if the clutch 59 can be released by the motor 59, the routine proceeds to step 126.

  In step 126, it is determined whether or not the eccentric shaft angle θj is in a range larger than the lower limit determination value of the eccentric shaft angle and smaller than the upper limit determination value in the state after the mechanical compression ratio is lowered. In the present embodiment, it is determined whether or not it is within a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH shown in FIG. That is, it is determined whether or not the second mechanical compression ratio can be further lowered in the state of the eccentric shaft angle θj after the first mechanical compression ratio is lowered.

  In step 126, when the eccentric shaft angle θj is larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, the processing proceeds to step 125. In this case, control for prohibiting a decrease in the mechanical compression ratio is performed. In step 126, when the eccentric shaft angle θj is equal to or smaller than the eccentric shaft angle θL, or when it is equal to or larger than the eccentric shaft angle θH, the routine proceeds to step 127. In step 127, control is performed to lower the target mechanical compression ratio.

  On the other hand, when the mechanical compression ratio is increased in step 123, the routine proceeds to step 126. The subsequent control is the same as when the mechanical compression ratio is lowered. In step 126, it is determined whether or not the mechanical compression ratio can be lowered in the state after the mechanical compression ratio is raised. It is determined whether or not the eccentric shaft angle θj after increasing the mechanical compression ratio is in a range larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH.

  In step 126, when the eccentric shaft angle θj after increasing the mechanical compression ratio is larger than the eccentric shaft angle θL and smaller than the eccentric shaft angle θH, the routine proceeds to step 125. Even in this case, the control for prohibiting the increase in the mechanical compression ratio is performed. In step 125, a flag for increasing the mechanical compression ratio is set to 1 immediately after the engine main body 90 is started. In step 126, when the eccentric shaft angle θj is equal to or smaller than the eccentric shaft angle θL, or when it is equal to or larger than the eccentric shaft angle θH, the routine proceeds to step 127. In step 127, control for increasing the mechanical compression ratio is performed.

  Thus, in the present embodiment, the mechanical compression ratio change control can be performed while the engine main body 90 is stopped using the small motor 59.

  In the present embodiment, it is determined whether or not the mechanical compression ratio can be lowered before changing the mechanical compression ratio, and whether or not the mechanical compression ratio can be lowered from the state after changing the mechanical compression ratio. However, the present invention is not limited to this mode, and the state after changing the mechanical compression ratio may not be determined. For example, when it is predetermined that the mechanical compression ratio is decreased when the first mechanical compression ratio is changed and the mechanical compression ratio is increased when the second mechanical compression ratio is changed, the first mechanical compression ratio is changed. It is not necessary to determine whether or not the mechanical compression ratio can be reduced from the changed state.

  The reverse input cutoff clutch in the present embodiment transmits the rotational force from the input shaft in both the rotational direction in which the mechanical compression ratio increases and the rotational direction in which the mechanical compression ratio decreases to the output shaft, and in both directions from the output shaft. Although it is configured to cut off the rotational force, it is not limited to this form, but the rotational force from both directions from the input shaft is transmitted to the output side, and the rotational force from the output shaft in the direction of decreasing the mechanical compression ratio is cut off. It does not matter as long as it is formed.

  In the present embodiment, the internal combustion engine attached to the vehicle has been described as an example. However, the present invention is not limited to this embodiment, and the present invention is applied to an internal combustion engine disposed in an arbitrary device or facility. be able to.

  In each of the above-described controls, the order of the steps can be appropriately changed within a range where the function and the action are not changed.

  In the respective drawings described above, the same or equivalent parts are denoted by the same reference numerals. In addition, said embodiment is an illustration and does not limit invention. In the embodiment, the change shown in a claim is included.

DESCRIPTION OF SYMBOLS 1 Crankcase 2 Cylinder block 4 Piston 5 Combustion chamber 22 Relative position sensor 30 Electronic control unit 54, 55 Cam shaft 56, 58 Circular cam 57 Eccentric shaft 59 Motor 61, 62 Worm 63, 64 Worm wheel 65 Lift spring 70 Clutch 71 Input Shaft 74 Output shaft 80a, 80b Roller 86a, 86b Locking portion 90 Engine body A Variable compression ratio mechanism

Claims (5)

An engine body including a support structure including a crankcase and a cylinder block having a combustion chamber;
A variable compression ratio mechanism capable of changing the mechanical compression ratio by changing the relative position of the cylinder block with respect to the support structure;
The variable compression ratio mechanism is interposed between the support structure and the cylinder block, and includes a shaft including an eccentric shaft, a drive device that rotates the shaft, and an urging member that urges the cylinder block in a direction away from the support structure. Including
The driving device includes a rotating machine and a clutch disposed in a driving force transmission path that transmits the rotational force of the rotating machine to the shaft,
The clutch is configured to block transmission of the rotational force to the input shaft of the clutch when a rotational force in a rotational direction corresponding to the direction in which the cylinder block moves away from the support structure is applied to the output shaft of the clutch. Has been
If the request to reduce the mechanical compression ratio during the stop period of the engine body occurs, in a state before lowering the mechanical compression ratio, the input shaft required for releasing the cutoff of the transmission of the rotational force of the clutch Whether or not the first torque is smaller than the second torque that can be supplied to the input shaft by the rotating machine,
Wherein when the first torque is less than the second torque reduces the mechanical compression ratio, prohibiting the reduction in the mechanical compression ratio when the first torque is greater than the second torque An internal combustion engine characterized by When a request for lowering the mechanical compression ratio occurs during the stoppage period of the engine body, when the second mechanical compression ratio is further lowered in the state after the first mechanical compression ratio is lowered. to, to determine whether the third torque of the input shaft required for releasing the cutoff of the transmission of the rotational force of the clutch is smaller than the second torque that can be supplied to the input shaft by the rotating machine,
Wherein when the third torque is less than the second torque implement reduction in first mechanical compression ratio, the in the case the third torque is greater than the second torque first machine The internal combustion engine according to claim 1, wherein a reduction in the compression ratio is prohibited. Estimating the position of the eccentric shaft when changing the mechanical compression ratio, when the position of the eccentric shaft is within a predetermined range, the input shaft required for releasing the cutoff of the transmission of the rotational force of the clutch The internal combustion engine according to claim 1, wherein the first torque is determined to be smaller than the second torque that can be supplied to the input shaft by a rotating machine. An input shaft necessary for estimating the position of the eccentric shaft when changing the mechanical compression ratio and releasing the interruption of transmission of the torque of the clutch when the position of the eccentric shaft is within a predetermined range. The internal combustion engine according to claim 2, wherein the third torque is determined to be smaller than the second torque that can be supplied to the input shaft by a rotating machine. The internal combustion engine according to any one of claims 1 to 4 , wherein when the reduction of the mechanical compression ratio is prohibited, the mechanical compression ratio is reduced after the engine body is started.

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