JP2018159362A - Actuator for linkage mechanism for internal combustion engine and variable compression ratio mechanism for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an actuator for a linkage mechanism for an internal combustion engine that is suppressed in deterioration in sealability between an oil cooler or oil filter and the fixing surface therefor.SOLUTION: An actuator for a linkage mechanism for an internal combustion engine is provided with a discharge hole 800a in a recess part 800c inside the fixing surface therefor.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an actuator for a link mechanism for an internal combustion engine and a variable compression ratio mechanism for an internal combustion engine.

  As this type of technology, the technology described in Patent Document 1 below is disclosed. In Patent Document 1, in an actuator of a link mechanism of an internal combustion engine, a space is provided between an oil cooler or an oil filter and a fixed surface of the actuator for weight reduction.

JP2013-241845A

In the technique described in Patent Document 1, if a pedestal for mounting an actuator oil cooler or an oil filter is provided vertically upward due to layout restrictions or the like, muddy water or salt water is placed in the space between the oil cooler or the oil filter and the pedestal. There was a risk that water would accumulate and the sealing performance would deteriorate.
The present invention pays attention to the above-mentioned problem, and an object of the present invention is to achieve an effect of suppressing the deterioration of the sealing performance even when the oil cooler or the pedestal of the oil filter is provided vertically upward. And

  In order to achieve the above object, a discharge hole is provided in the space between the oil cooler or oil filter and the fixed surface of the actuator.

  Therefore, deterioration of the sealing performance between the oil cooler or the oil filter and its fixed surface can be suppressed.

1 is a schematic view of an internal combustion engine including an actuator for a link mechanism for an internal combustion engine according to a first embodiment. FIG. 3 is an exploded perspective view of an actuator of the internal combustion engine link mechanism according to the first embodiment. 1 is a perspective view of an actuator of a link mechanism for an internal combustion engine according to a first embodiment. FIG. 3 is a left side view of an actuator of the internal combustion engine link mechanism according to the first embodiment. It is AA sectional drawing of the actuator of the link mechanism for internal combustion engines of FIG. FIG. 5 is a cross-sectional view of the actuator of the link mechanism for the internal combustion engine of FIG. 4 taken along the line BB. FIG. 3 is a perspective view illustrating a fixed surface of the actuator according to the first embodiment. FIG. 5 is a cross-sectional view of the actuator of the link mechanism for the internal combustion engine of FIG. FIG. 6 is a DD cross-sectional view of an actuator of the link mechanism for the internal combustion engine of FIG. 4 according to the first embodiment. FIG. 6 is an enlarged view of a main part of the cross section BB of the actuator of the link mechanism for the internal combustion engine of FIG. 4 according to the second embodiment. FIG. 6 is an enlarged view of a principal part of a BB cross section of the actuator of the internal combustion engine link mechanism of FIG. FIG. 6 is an enlarged view of a principal part of a BB cross section of the actuator of the link mechanism for the internal combustion engine of FIG. 4 of the fourth embodiment. FIG. 10 is an enlarged view of a principal part of an EE section of an actuator of the link mechanism for an internal combustion engine of FIG.

[Example 1]
FIG. 1 is a schematic view of an internal combustion engine provided with an actuator for a link mechanism for an internal combustion engine according to a first embodiment. The basic configuration is the same as that described in FIG. 1 of Japanese Patent Application Laid-Open No. 2011-169152, and will be described briefly.
An upper link 3 is rotatably connected to a piston 1 which reciprocates in a cylinder block of an internal combustion engine through a piston pin 2. A lower link 5 is rotatably connected to the lower end of the upper link 3 via a connecting pin 6. A crankshaft 4 is rotatably connected to the lower link 5 via a crankpin 4a. Further, the upper end of the first control link 7 is rotatably connected to the lower link 5 via a connecting pin 8. A lower end portion of the first control link 7 is coupled to a coupling mechanism 9 having a plurality of link members. The connection mechanism 9 includes a first control shaft 10, a second control shaft 11, and a second control link 12 that connects the first control shaft 10 and the second control shaft 11.

The first control shaft 10 extends in parallel with the crankshaft 4 extending in the cylinder row direction inside the internal combustion engine. The first control shaft 10 includes a first journal portion 10a rotatably supported on the internal combustion engine body, a control eccentric shaft portion 10b to which a lower end portion of the first control link 7 is rotatably connected, and a second control link. 12 has an eccentric shaft portion 10c in which one end portion 12a is rotatably connected.
One end of the first arm portion 10 d is connected to the first journal portion 10 a and the other end is connected to the lower end portion of the first control link 7. The control eccentric shaft portion 10b is provided at a position that is eccentric by a predetermined amount with respect to the first journal portion 10a. The second arm portion 10 e has one end connected to the first journal portion 10 a and the other end connected to the one end portion 12 a of the second control link 12.
The eccentric shaft portion 10c is provided at a position eccentric by a predetermined amount with respect to the first journal portion 10a. One end of the arm link 13 is rotatably connected to the other end portion 12b of the second control link 12. The second control shaft 11 is connected to the other end of the arm link 13. The arm link 13 and the second control shaft 11 do not move relative to each other. The second control shaft 11 is rotatably supported via a plurality of journal portions in a housing body 20 described later.

  The second control link 12 has a lever shape, and the one end portion 12a connected to the eccentric shaft portion 10c is formed substantially linearly. On the other hand, the other end portion 12b to which the arm link 13 is connected is curved. An insertion hole 12c through which the eccentric shaft portion 10c is rotatably inserted is formed through the distal end portion of the one end portion 12a (see FIG. 3). The other end portion 12b has a tip portion 12d formed in a bifurcated shape, as shown in the sectional view of the actuator in FIG. A connecting hole 12e is formed through the tip 12d. Further, a connecting hole 13c having a diameter substantially the same as that of the connecting hole 12e is formed through the protruding portion 13b of the arm link 13. A projection 13b of the arm link 13 is inserted between the tip portions 12d formed in a bifurcated shape, and in this state, the connection pin 14 passes through the connection holes 12e and 13c and is press-fitted and fixed.

  As shown in the exploded perspective view of the actuator in FIG. 2, the arm link 13 is formed separately from the second control shaft 11. The arm link 13 is a thick member formed of an iron-based metal material, and has an annular portion in which a press-fitting hole 13a is formed substantially through the center, and a protruding portion 13b that protrudes toward the outer periphery. In the press-fitting hole 13a, a fixing portion 23b formed between the journal portions of the second control shaft 11 is press-fitted, and the second control shaft 11 and the arm link 13 are fixed by this press-fitting. The protrusion 13b is formed with a connecting hole 13c in which the connecting pin 14 is rotatably supported. The axial center of the connecting hole 13c (the axial center of the connecting pin 14) is eccentric from the axial center of the second control shaft 11 by a predetermined amount in the radial direction.

  The rotation position of the second control shaft 11 is changed by the torque transmitted from the drive motor 22 via the wave gear type reduction gear 21 that is a part of the actuator of the link mechanism for the internal combustion engine. When the rotational position of the second control shaft 11 is changed, the attitude of the second control link 12 is changed, the first control shaft 10 is rotated, and the position of the lower end portion of the first control link 7 is changed. Thereby, the attitude | position of the lower link 5 changes, the stroke position and stroke amount in the cylinder of piston 1 are changed, and an engine compression ratio is changed in connection with this.

[Configuration of Actuator of Link Mechanism for Internal Combustion Engine]
2 is an exploded perspective view of the actuator of the link mechanism for the internal combustion engine of the first embodiment, FIG. 3 is a perspective view of the actuator of the link mechanism for the internal combustion engine of the first embodiment, and FIG. 4 is a view of the link mechanism for the internal combustion engine of the first embodiment. FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. As shown in FIGS. 2 to 5, the actuator of the link mechanism for the internal combustion engine includes a drive motor 22, a wave gear speed reducer 21 attached to the front end side of the drive motor 22, and a wave gear speed reducer 21. And a second control shaft 11 rotatably supported by the housing body 20. The housing body 20 has a mounting surface 20b, and the mounting surface 20b is mounted on the side wall of an oil pan upper (not shown) which is a part of the internal combustion engine.

(Configuration of drive motor)
The drive motor 22 is a brushless motor, and has a bottomed cylindrical motor casing 45, a cylindrical coil 46 fixed to the inner peripheral surface of the motor casing 45, and a rotor rotatably provided inside the coil 46. 47, a motor drive shaft 48 whose one end 48 a is fixed to the center of the rotor 47, and a resolver 55 that detects the rotation angle of the motor drive shaft 48.
The motor drive shaft 48 is rotatably supported by a ball bearing 52 provided at the bottom of the motor casing 45. The motor casing 45 has four boss portions 45a on the outer periphery of the front end. A bolt insertion hole 45b through which the bolt 49 is inserted is formed through the boss portion 45a.

  The resolver 55 includes a resolver rotor 55a that is press-fitted and fixed to the outer periphery of the motor drive shaft 48, and a sensor portion 55b that detects a multi-tooth target formed on the outer peripheral surface of the resolver rotor 55a. Provided at a position protruding from the opening. The sensor unit 55b is fixed inside the cover 28 by two screws and outputs a detection signal to a control unit (not shown). When the motor casing 45 is attached to the cover 28, the bolt 49 is inserted into the boss 45 a while the O-ring 51 is interposed between the end face of the resolver 55 and the cover 28, and the cover 28 is formed on the drive motor 22 side. Tighten the bolt 49 to the male thread. Thereby, the motor casing 45 is fixed to the cover 28. The motor housing chamber that houses the drive motor 22 by the motor casing 45 and the cover 28 is configured as a drying chamber that does not supply lubricating oil or the like.

(Configuration of second control axis)
The second control shaft 11 includes a shaft portion main body 23 that extends in the axial direction, and a fixing flange 24 that is expanded in diameter from the shaft portion main body 23. In the second control shaft 11, a shaft body 23 and a fixing flange 24 are integrally formed of a ferrous metal material. The shaft body 23 is formed with a step shape in the axial direction, has a sensor shaft portion 231 located on the inner periphery of the angle sensor 32, and has a larger diameter than the sensor shaft portion 231, and the axial direction of the second control shaft 11 A retainer shaft 232, which is press-fitted and fixed, has a retainer 350 that is a restricting member that restricts movement toward the wave gear type reduction gear (see FIG. 5). A rotor 32b that functions as a part of the angle sensor 32 is provided on the outer periphery of the sensor shaft portion 231 (see FIG. 5). Further, the second control shaft 11 has a first journal portion 23a having a small diameter on the distal end side and a press-fitting hole 13a of the arm link 13 on the side of the wave gear type speed reducer with respect to the retainer shaft portion 232, and the first journal portion 23a. It has a medium-diameter fixing portion 23b that is press-fitted from the side, and a large-diameter second journal portion 23c on the fixing flange 24 side. Further, a first step portion 23d is formed between the fixed portion 23b and the second journal portion 23c. Further, a second step portion 23e is formed between the first journal portion 23a and the fixed portion 23b. In addition, a third step portion 23 f is formed between the first journal portion 23 a and the retainer shaft portion 232. Since the third step portion 23f serves as a stopper when the retainer 350 is press-fitted into the retainer shaft portion 232, the third step portion 23f can be easily press-fitted.

  When the first step portion 23d press-fits the press-fitting hole 13a of the arm link 13 from the first journal portion 23a side to the fixing portion 23b, the end portion of the press-fitting hole 13a on one side on the second journal portion 23c side is axially Abut. Thereby, the movement of the arm link 13 toward the second journal portion 23c is restricted. On the other hand, the second stepped portion 23e is formed in the stepped hole of the support hole 30 and the bearing 301 when the shaft portion main body 23 is inserted into the inner ring 701 of the ball bearing 700 press-fitted into the support hole 30 formed in the housing main body 20. By abutting on the edge 30c, the movement of the second control shaft 11 in the axial direction and on the side opposite to the wave gear type speed reducer 21 side is restricted. The shaft body 23 is rotatably supported in the first bearing hole 301a of the bearing 301 and the second bearing hole 304a of the bearing 304, and supported so as to allow a slight axial movement. Yes. In other words, there is a slight gap between the inner circumference of the first bearing hole 301 a and the shaft body 23 and between the inner circumference of the second bearing hole 304 a and the shaft body 23. The fixing flange 24 has six bolt insertion holes 24a formed at equal intervals in the circumferential direction of the outer peripheral portion. Six bolts 25 are inserted into the bolt insertion holes 24a, and are connected to a wave gear output shaft member 27, which is an internal tooth of the wave gear reducer 21, via a thrust plate 26.

  In the shaft of the second control shaft 11, there is an introduction portion for introducing lubricating oil pumped from an oil pump (not shown). The introduction portion is formed at the center of the fixing flange 24, and has a conical oil chamber 64a to which lubricating oil is supplied from an axial oil passage 64b described later, and the axial direction of the second control shaft from the oil chamber 64a. The bottomed axial oil passage 64b is formed. The end of the axial oil passage 64b on the oil chamber 64a side is press-fitted with a pore member 400 in which a pore 401 penetrating along the axial center is formed. The pore member 400 has a pore 401 formed so as to penetrate along the axis. Since the cross-sectional area perpendicular to the axis of the pore 401 is smaller than the cross-sectional area perpendicular to the axis of the axial oil passage 64b, it functions as a throttle. As a result, even if the large-diameter axial oil passage 64b is drilled from the oil chamber 64a side, the throttling effect can be exerted by the pore 401 provided in the vicinity of the lubricating oil discharge port on the oil chamber 64a side. It can diffuse into the oil chamber 64a. The lubricating oil supplied to the oil chamber 64a is supplied to a wave gear type reduction gear 21 which will be described later. The second control shaft 11 has a plurality of radial oil passages 65a and 65b communicating with the axial oil passage 64b.

  In the radial direction of the bearing 301, there is a bearing portion lubricating oil supply oil passage 302 that communicates with a second lubricating oil supply oil passage 202 described later and opens at a position facing the radial oil passage 65 a of the second control shaft 11. The radially outer side of the radial oil passage 65a opens at a clearance between the outer peripheral surface of the first journal portion 23a and the first bearing hole 301a, and supplies lubricating oil to the first journal portion 23a. Further, a groove which is a groove having a width substantially equal to the diameter of the radial oil passage 65a is formed on the outer periphery of the axial position where the radial oil passage 65a is formed, and lubrication supplied to the outer periphery of the first journal portion 23a. The oil is guided from the entire circumference, flows into the radial oil passage 65a, and is supplied to the axial oil passage 64b. The radial oil passage 65b communicates with an oil hole 65c formed inside the arm link 13, and between the inner peripheral surface of the connecting hole 13c and the outer peripheral surface of the connecting pin 14 via the oil hole 65c. Supply lubricating oil.

(Structure of the housing body)
The housing body 20 is formed in a substantially cubic shape from an aluminum alloy material. A large-diameter annular opening groove 20 a is formed on the rear end side of the housing body 20. The opening groove 20 a is closed by the cover 28 via the O-ring 51. The cover 28 has a motor shaft through hole 28a through which the motor shaft through hole 28a penetrates at a central position, and four boss portions 28b whose diameter is increased toward the outer peripheral side in the radial direction. The cover 28 and the housing main body 20 are fastened and fixed by the motor fixing portion 22a by inserting the bolt 43 through the bolt insertion hole formed through the boss portion 28b.
Further, on the upper side surface of the housing main body 20 in FIG. 3, a pedestal portion 800 is formed so as to protrude from the housing main body 20 in a direction away from the second control shaft 11 in the radial direction and where the oil cooler X is installed. In this pedestal portion 800, oil passing through the oil filter Y flows into the oil cooler X from the oil inlet 800d and is cooled, and then supplied from the oil outlet 800e to the engine side. A fixing surface 800g for fixing the oil cooler X is formed on the upper surface of the pedestal portion 800, and the mating portion 800b formed around the oil inlet 800d side is thinned for weight reduction and formed in the center. A recess 800c. Further, the bottom surface 800f of the recess 800c is provided with a discharge hole 800a that communicates in the vertical direction with the outside provided for discharging oil or the like leaking into the recess 800c.

  An opening for the second control link 12 connected to the arm link 13 is formed on a side surface orthogonal to the opening direction of the opening groove 20a. In the housing main body 20 in which the opening is formed, a storage chamber 29 serving as an operation region of the arm link 13 and the second control link 12 is formed. A speed reducer side through hole 30 b through which the second journal portion 23 c of the second control shaft 11 passes is formed between the opening groove 20 a and the accommodation chamber 29. A support hole 30 through which the first journal portion 23 a of the second control shaft 11 passes is formed on the side surface in the axial direction of the storage chamber 29. A bearing 301 is disposed between the support hole 30 and the first journal portion 23a, and a bearing 304 is disposed between the support hole 30b and the second journal portion 23c.

  A retainer receiving hole 31 having a larger diameter than the opening of the support hole 30 is formed at the end of the support hole 30 on the angle sensor 32 side. Between the opening of the support hole 30 on the angle sensor 32 side and the retainer accommodation hole 31, there is a step surface 31 a formed in a substantially perpendicular direction with respect to the second control shaft 11. The retainer 350 restricts the movement of the second control shaft 11 toward the axial wave gear type reduction device by contacting the stepped surface 31a. The housing body 20 includes a first lubricating oil supply oil passage 201 for introducing lubricating oil pumped from an oil pump (not shown) and a second lubricating oil supply oil passage 202. The first lubricating oil supply oil passage 201 extends in a direction substantially perpendicular to the second control shaft 11. The second lubricating oil supply oil passage 202 connects the first lubricating oil supply oil passage 201 and the support hole 30. Below the retainer housing hole 31, there is a lubricating oil recirculation oil passage 203 that communicates with the retainer housing hole 31 and returns the lubricant to the housing chamber 29 side.

(Configuration of angle sensor)
The angle sensor 32 has a sensor holder 32 a attached so as to close the retainer receiving hole 31 from the outside of the housing body 20. The sensor holder 32a has a through hole 32a1 in which a detection coil 32a2 is arranged on the inner peripheral portion, and a flange portion 32a2 for fixing to the housing body 20 with a bolt. A seal ring 33 is provided between the sensor holder 32a and the housing body 20 to ensure liquid tightness between the retainer receiving hole 31 and the outside. In addition, a sensor cover 32c that closes the through hole 32a1 is provided on the outer peripheral side of the sensor holder 32a. A seal ring 323 is provided between the sensor cover 32c and the sensor holder 32a to ensure liquid tightness between the retainer accommodation hole 31 and the through hole 32a1 and the outside.
A sensor shaft portion 231 having a rotor 32b attached to the outer periphery is inserted into the through hole 32a1. The rotor 32b is a substantially elliptical part. The angle sensor 32 detects that the distance set between the inner periphery of the through hole 32a1 and the rotor 32b has changed due to the rotation of the rotor 32b, based on a change in inductance of the detection coil. Thereby, the rotation position of the rotor 32b, that is, the rotation angle of the second control shaft 11 is detected. As described above, the angle sensor 32 is a so-called resolver sensor, and outputs rotation angle information to a control unit (not shown) that detects the engine operating state.

(Configuration of pedestal)
6 is a cross-sectional view of the actuator of the link mechanism for the internal combustion engine according to the first embodiment, taken along line BB in FIG.

A bottom surface 800f of the concave portion 800c of the pedestal portion 800 is formed as a flat surface parallel to the horizontal plane. An oil cooler X is attached to the fixed surface 800g on the upper surface of the pedestal portion 800 corresponding to the mating portion 800b. An oil filter Y is attached to an oil filter attachment portion Ya below the pedestal portion 800. A rib 20 c that supports the pedestal portion 800 is provided between the lower surface of the pedestal portion 800 and the housing body 20.
The left end surface of FIG. 6 is an attachment surface 20b to the engine.

  7 is a perspective view showing a pedestal portion of the actuator of the first embodiment, FIG. 8 is a sectional view taken along the line CC of FIG. 4 of the actuator of the link mechanism for the internal combustion engine of the first embodiment, and FIG. FIG. 6 is a cross-sectional view taken along the line DD of FIG. 4 of the actuator of the link mechanism for the internal combustion engine.

The discharge hole 800a communicating with the outside is provided in the vertical direction at the corner near the rib 20c of the bottom surface 800f formed as a flat surface parallel to the horizontal plane. 800j is a screw hole for mounting the oil cooler X.
An oil passage penetrating up and down the pedestal portion 800 is provided. The upper end opens to the oil inlet 800d, and the lower end communicates with the oil filter Y attached to the oil filter attachment portion Ya.
In addition, the cooled oil from the oil cooler X flows into the oil outlet 800e and is sent to the ENG.

Next, the function and effect will be described.
The actuator of the link mechanism for an internal combustion engine according to the first embodiment has the following effects.

(1) The fixing surface 800g of the oil filter Y or the oil cooler X is provided vertically upward.
Therefore, when the internal combustion engine is mounted on the vehicle, the oil filter Y or the oil cooler X extends from the internal combustion engine in the front-rear direction or the vehicle width direction of the vehicle as compared with the case where the fixed surface 800 g is provided in the horizontal direction. Since it can suppress taking out, layout property improves. Thereby, for example, the vehicle can be mounted even when layout restrictions are severe in the front-rear direction or the vehicle width direction of the vehicle.
(2) A discharge hole 800a is provided in the bottom surface 800f of the recess 800c of the fixed surface 800g of the oil filter Y or the oil cooler X.
Therefore, since oil does not collect, it can suppress that muddy water, salt water, etc. accumulate, and the sealing performance of the matching part 800b deteriorates.

(3) The discharge hole 800a is formed so as to communicate with the outside.
Therefore, the oil can be easily discharged.

(4) The pedestal portion 800 protrudes from the main body 20 of the housing and has a rib 20c.
Therefore, by projecting the pedestal part 800, the rib 20c for improving the strength is necessary, but the back side of the pedestal part 800 other than the rib can be thinned.

(5) The discharge hole 800a is provided near the rib 20c.
Therefore, even if the discharge hole 800a is provided, the influence on the strength of the housing body 20 can be reduced.

[Example 2]
FIG. 10 is an enlarged view of a principal part taken along the line BB of the actuator of the link mechanism for the internal combustion engine of FIG. 4 of the second embodiment.

The bottom surface 800f1 of the recess 800c is inclined downward in the vertical direction toward the discharge port 800a1 with respect to the horizontal plane due to the layout, but the discharge hole 800a1 is disposed at the lowest vertical end of the bottom surface 800f1 and extends in the vertical direction. It penetrates the bottom surface 800f1. That is, the configuration is the same as that of the first embodiment except that the angle α formed by the central axis of the discharge hole 800a and the bottom surface 800f1 is 90 ° or less. Is omitted.
Therefore, in the second embodiment, in addition to the operational effects of the first embodiment, even if the bottom surface 800f1 is not a horizontal plane due to layout restrictions, the discharge hole 800a is provided in the vertical direction, so that oil or the like can be reliably discharged. Can do.
Further, since the bottom surface 800f1 is inclined downward in the vertical direction toward the discharge port 800a1 disposed at the lowest vertical end of the bottom surface 800f1, oil or the like can be more reliably discharged from the discharge hole 800a. .

  FIG. 11 is an enlarged view of an essential part of the BB cross section of the actuator of the link mechanism for the internal combustion engine of FIG. 4 of the third embodiment.

The discharge hole 800a2 passes through the rib 20c and communicates with the outside. Except for this point, the configuration is the same as that of the second embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof is omitted.
Therefore, in the third embodiment, in addition to the operational effects of the second embodiment, the discharge hole 800a2 penetrates the rib 20c, so that the strength reduction of the housing body 20 can be further suppressed.

  FIG. 12 is an enlarged view of a principal part taken along the line B-B of the actuator of the link mechanism for the internal combustion engine of FIG. 4 of the fourth embodiment.

Two discharge holes 800a3 are provided on the bottom surface 800f1. Except for this point, the configuration is the same as that of the second embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof is omitted.
Therefore, in the fourth embodiment, in addition to the operational effects of the second embodiment, the two discharge holes 800a3 are provided, so that oil or the like can be discharged more reliably.

  FIG. 13 is an enlarged view of the principal part of the EE cross section of the actuator of the link mechanism for the internal combustion engine of FIG. 4 of the fifth embodiment.

The bottom surface 800f2 is inclined downward in the vertical direction toward the discharge hole 800a that is provided in the vicinity of the rib 20c and penetrates the pedestal portion 800 of the housing body 20 in the vertical direction. Left slope). That is, the discharge hole 800a is positioned at the lowest lower end in the vertical direction of the bottom surface 800f2. Except for this point, the configuration is the same as that of the first embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof is omitted.
Therefore, in the fifth embodiment, in addition to the function and effect of the first embodiment, the bottom surface 800f2 is inclined downward in the vertical direction toward the discharge hole 800a, and the discharge hole 800a is positioned at the lowest vertical end of the bottom surface 800f2. As a result, oil or the like can be discharged more reliably.
Further, since the discharge holes 800a are provided in the vicinity of the ribs 20c, the strength can be maintained even when the thickness of the pedestal portion 800 is reduced, and an inclination can be formed on the bottom surface 800f2.

[Other Examples]
As mentioned above, although this invention has been demonstrated based on Example 1 thru | or Example 5, the concrete structure of each invention is not limited to Example 1 thru | or Example 5, and the range which does not deviate from the summary of invention Such design changes are included in the present invention.
For example, in the embodiment, the actuator of the link mechanism for the internal combustion engine is adopted as the mechanism for making the compression ratio of the internal combustion engine variable. However, the operating characteristics of the intake valve and the exhaust valve are made variable, for example, as disclosed in JP-A-2009-150244. The actuator may be employed in a link mechanism of a variable valve operating apparatus for an internal combustion engine.
Further, the present invention is applicable to any structure in which an oil cooler or an oil filter is attached to a vertically upward pedestal. For example, it is provided integrally with a member attached to the internal combustion engine, a cylinder block constituting the internal combustion engine, an oil pan upper, or the like. It can also be applied to the pedestal that is provided.

11 Second control shaft 12 Second control link 13 Arm link 20 Housing body 20b Engine mounting surface 20c Rib 21 Wave gear type reduction gear 22 Drive motor (electric motor)
22a Motor fixing portion 24 Fixing flange 27 First wave gear output member 48 Motor drive shaft (motor output shaft)
64b Axial oil passage 301 Bearing (bearing part)
304 Bearing (bearing part)
700 Ball bearing 701 Inner ring 702 Outer ring 703 Ball 800 Pedestal part 800a Discharge hole (communication hole)
800a1 Discharge hole (communication hole)
800a2 Discharge hole (communication hole)
800a3 Discharge hole (communication hole)
800b Alignment portion 800c Recess 800d Oil inlet 800e Oil outlet 800f Bottom surface 800f1 Bottom surface 800f2 Bottom surface 800g Fixed surface X Oil cooler (oil flow member)
Y Oil filter (oil flow member)
Ya Oil filter mounting part

Claims (11)

An actuator of a link mechanism for an internal combustion engine that changes the attitude of the link mechanism of the internal combustion engine by rotating a control shaft,
An electric motor for rotating the control shaft;
A motor fixing portion to which the electric motor is fixed; a fixed surface to which an oil flow member that is an oil filter or an oil cooler is fixed vertically upward; and an inlet of the oil flow member that opens to the fixed surface An inlet passage that communicates with the outlet, an outlet passage that opens into the fixed surface and communicates with an outlet of the oil flow member, a mating portion that contacts an outer edge of the oil flow member on the fixed surface, and the fixed surface A housing main body having a concave portion that is inside the mating portion and that is not in contact with the oil flow member, and a discharge hole that is provided vertically downward from the concave portion,
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 1,
The discharge hole penetrates from the recess to the outside of the housing body,
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 1,
The bottom surface of the recess has an inclination so that the opening of the discharge hole is vertically downward.
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 3,
The housing body includes a housing body having a bearing portion that pivotally supports the control shaft, a pedestal portion that protrudes from the housing body in a direction away from the rotation shaft of the control shaft in a radial direction and has the fixed surface, and the pedestal A rib provided between the portion and the housing body;
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 4,
The discharge hole is adjacent to the rib in the rotation axis direction of the control shaft.
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 5,
The pedestal portion has a portion whose thickness decreases as it approaches the discharge hole in the rotation axis direction of the control shaft,
An actuator for a link mechanism for an internal combustion engine. An actuator for a link mechanism for an internal combustion engine according to claim 1,
The link mechanism for the internal combustion engine is a variable compression ratio mechanism that varies the mechanical compression ratio of the internal combustion engine by changing the attitude of the link mechanism.
An actuator for a link mechanism for an internal combustion engine. A variable compression ratio mechanism for an internal combustion engine that changes a mechanical compression ratio of the internal combustion engine by rotating a control shaft,
A housing body to which an electric motor that rotates the control shaft and an oil flow member that is the oil filter or an oil cooler are attached;
With
The housing body is formed on a fixed surface to which the oil flow member is fixed, and a portion of the fixed surface facing the oil flow member, and an oil introduction port and the oil flow to the oil flow member A recess not communicating with the oil outlet of the member, a communication hole communicating the recess and the outside of the housing body,
A variable compression ratio mechanism for an internal combustion engine. A variable compression ratio mechanism for an internal combustion engine according to claim 8,
The housing body has an attachment surface attached to a side portion of the internal combustion engine,
A housing body having a bearing portion for supporting the control shaft; a pedestal portion having a fixed surface protruding from the housing body in a direction away from the mounting surface; and provided between the pedestal portion and the housing body. Ribs made,
A variable compression ratio mechanism for an internal combustion engine. A variable compression ratio mechanism for an internal combustion engine according to claim 9,
The communication hole is in the vicinity of the rib;
A variable compression ratio mechanism for an internal combustion engine. A variable compression ratio mechanism for an internal combustion engine according to claim 10,
The bottom surface of the recess has an inclination so that the opening of the communication hole is on the lower side in the vertical direction.
A variable compression ratio mechanism for an internal combustion engine.

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