Double-link piston crank mechanism for internal combustion engine

Patent metadata

Field	Value
Publication number	US-10087833-B2
Application number	US-201515543662-A
Country	US
Kind code	B2
Filing date	Jan 15, 2015
Priority date	Jan 15, 2015
Publication date	Oct 2, 2018
Grant date	Oct 2, 2018

Abstract

A multi-link piston crank mechanism includes a crank pin bearing portion including a crank pin bearing central portion that is disposed at a center thereof in an axial direction of a crank shaft. The crank pin bearing central portion at a portion positioned on the first end side of the lower link is thicker in a radial direction of the crank pin than a portion positioned on the second end side of the lower link. The second control link end portion is thicker along a radial direction of the second through hole than the second upper link end portion along a radial direction of the first through hole.

First claim

The invention claimed is:

1. A multi-link piston crank mechanism for an internal combustion engine, comprising:
a lower link comprising a crank pin bearing portion rotatably mounted to a crank pin of a crank shaft;
an upper link comprising a first upper link end portion connected to a piston pin of a piston, and a second upper link end portion connected to a first end side of the lower link through a first link pin inserted into a first through hole of the second upper link end portion; and
a control link comprising a first control link end portion supported by a cylinder block, and a second control link end portion connected to a second end side of the lower link through a second link pin inserted into a second through hole of the second control link end portion,
wherein the second end side of the lower link is configured to have an input load due to a combustion load acted thereon,
wherein the lower link comprises a first bifurcated end side protruding piece portion and a second bifurcated end side protruding piece portion which are positioned on both sides of the crank pin bearing portion when viewed from an axial direction of the crank shaft,
wherein the first bifurcated end side protruding piece portion sandwiches the second upper link end portion,
wherein the second bifurcated end side protruding piece portion sandwiches the second control link end portion,
wherein the crank pin bearing portion comprises a crank pin bearing central portion disposed at a center thereof in the axial direction of the crank shaft,
wherein the crank pin bearing central portion at a portion positioned on the first end side of the lower link is thicker in a radial direction of the crank pin than a portion positioned on the second end side of the lower link, and
wherein the second control link end portion is thicker along a radial direction of the second through hole than the second upper link end portion along a radial direction of the first through hole.

2. The multi-link piston crank mechanism as claimed in claim 1 ,
wherein the second control link end portion comprises control link axial direction end portions at both ends thereof in an axial direction of the second through hole, and a control link axial direction central portion at a center thereof in the axial direction of the second through hole, and
wherein the control link axial direction end portions are thinner in the radial direction of the second through hole than the control link axial direction central portion on a side on which the input load due to the combustion load is acted.

3. The multi-link piston crank mechanism as claimed in claim 1 ,
wherein the second upper link end portion comprises upper link axial direction end portions at both ends thereof in an axial direction of the first through hole, and an upper link axial direction central portion at a center thereof in the axial direction of the first through hole, and
wherein the upper link axial direction end portions are thinner in the radial direction of the second through hole than the upper link axial direction central portion, on a side on which the input load due to the combustion load is acted.

4. The multi-link piston crank mechanism as claimed in claim 1 , wherein the crank pin bearing portion comprises an oil hole that is formed on the first end side of the lower link, that is formed in the crank pin bearing central portion in the crank shaft axial direction, and that is arranged to supply a lubricant oil from the crank pin side to the second upper link end portion.

5. The multi-link piston crank mechanism as claimed in claim 4 , wherein the oil hole is formed at a position out of an input position of the input load due to the combustion load acted to the lower link.

6. The multi-link piston crank mechanism as claimed in claim 4 ,
wherein centers of the first link pin, the crank pin, and the second link pin are aligned on a straight line when viewed from the axial direction of the crank shaft, and
wherein the oil hole is formed on the line.

7. The multi-link piston crank mechanism as claimed in claim 1 ,
wherein the lower link comprises a thick portion located on the first end side of the lower link in the crank pin bearing central portion in the axial direction of the crank shaft,
wherein the thick portion is thicker along the radial direction of the crank pin than a remainder of the crank pin bearing portion
wherein the thick portion is disposed at the input position of the input load due to the combustion load, and
wherein the crank pin bearing central portion becomes thinner in the radial direction of the crank pin farther from the thick portion along a circumference direction of the crank pin bearing portion.

8. The multi-link piston crank mechanism as claimed in claim 7 ,
wherein the first end side of the lower link comprises recessed portions formed on lower link axial direction end surfaces thereof in the axial direction of the crank shaft,
wherein the recessed portions are positioned on side portions of the input position of the input load due to the combustion load acted to the lower link, and on side portions of the crank pin bearing central portion.

Assignees

• Nissan Motor

Inventors

• Tanabe Takashi
• Moteki Katsuya

Classifications

• F02B75/32

  Engines characterised by connections between pistons and main shafts and not specific to preceding main groups · CPC title

• F02B75/04 Primary

  Engines with variable distances between pistons at top dead-centre positions and cylinder heads · CPC title

• F01M2001/062

  Crankshaft with passageways · CPC title

• F16C3/30

  with arrangements for overcoming dead-centres · CPC title

• F02B75/045 Primary

  by means of a variable connecting rod length · CPC title