JPH0110419Y2 - - Google Patents
Info
- Publication number
- JPH0110419Y2 JPH0110419Y2 JP1981120092U JP12009281U JPH0110419Y2 JP H0110419 Y2 JPH0110419 Y2 JP H0110419Y2 JP 1981120092 U JP1981120092 U JP 1981120092U JP 12009281 U JP12009281 U JP 12009281U JP H0110419 Y2 JPH0110419 Y2 JP H0110419Y2
- Authority
- JP
- Japan
- Prior art keywords
- oil
- piston
- pressure
- shell
- skirt
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000006835 compression Effects 0.000 claims description 44
- 238000007906 compression Methods 0.000 claims description 44
- 238000002485 combustion reaction Methods 0.000 claims description 20
- 230000007423 decrease Effects 0.000 claims description 4
- 238000003825 pressing Methods 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 103
- 239000010720 hydraulic oil Substances 0.000 description 11
- 239000000446 fuel Substances 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 239000012530 fluid Substances 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 101150006573 PAN1 gene Proteins 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は、内燃機関の可変圧縮比機構に関する
ものである。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a variable compression ratio mechanism for an internal combustion engine.
燃費をはじめ、エミツシヨン、出力性能等の改
善のためにピストンの頂部形状、ヘツド側燃焼室
の形状、吸気ポート形状等を変更し、燃焼の改善
が種々行なわれているが、いずれもそれらの改善
効果が限界の域に来ているのが現状である。しか
し、従来における上記の種々の改善においては、
機関の運転条件によつて最適な要求圧縮比がある
にも拘わらず、圧縮比は通常一定に固定されてい
たのであり、今迄以上の改善効果を得るために
は、運転条件にあわせて圧縮比を可変にすること
が不可欠である。
Various combustion improvements have been made by changing the shape of the top of the piston, the shape of the combustion chamber on the head side, the shape of the intake port, etc. in order to improve fuel efficiency, emission, output performance, etc. The current situation is that the effectiveness has reached its limit. However, in the various conventional improvements mentioned above,
Although there is an optimal required compression ratio depending on the operating conditions of the engine, the compression ratio is usually fixed at a constant value. It is essential that the ratio be variable.
このような要求に鑑み、特公昭47−25401号公
報は、可変圧縮比に用いられる２分割型ピストン
の全体的構成、及びその作動油を制御する逆止弁
について開示しており、特開昭54−31820号公報
は負荷に応じて圧縮比を変更する技術を開示して
おり、特開昭53−131323号公報は、吸気圧力にて
制御される切替弁を示唆している。 In view of these demands, Japanese Patent Publication No. 47-25401 discloses the overall structure of a two-part piston used for variable compression ratios and a check valve for controlling its hydraulic fluid. No. 54-31820 discloses a technique for changing the compression ratio depending on the load, and Japanese Patent Application Laid-open No. 53-131323 suggests a switching valve controlled by intake pressure.
しかし、ピストンを２つの部分に分割して互い
に相対移動させて圧縮比を可変とする上記特公昭
47−25401号公報のようなタイプの可変圧縮比機
構において、特公昭47−25401号公報は逆止弁の
みで切替弁を用いないので、切替の信頼性が低
く、たとえ特開昭53−131323号公報のような切替
弁を適用したとしても、特開昭53−131323号公報
の切替弁は吸気圧力にて制御駆動されるので、制
御機構が複雑となりかつ信頼性が低い。
However, the above-mentioned Tokko Sho divided the piston into two parts and moved them relative to each other to make the compression ratio variable.
In the variable compression ratio mechanism of the type disclosed in Japanese Patent Publication No. 47-25401, since it uses only a check valve and no switching valve, the reliability of switching is low; Even if a switching valve as disclosed in Japanese Patent Application Laid-Open No. 131323/1984 is controlled and driven by intake pressure, the control mechanism becomes complicated and reliability is low.
本考案は、運転条件に合せて内燃機関の圧縮比
を構成が簡単で信頼性の高い手段により可変にす
る機構を提供することを目的とする。さらに具体
的には、ガソリン機関においては、高負荷のとき
に圧縮比を下げてノツキングを抑え、低負荷のと
きは圧縮比を上げて燃費を向上させ、デイーゼル
機関においては、高速側のときに圧縮比を下げて
フリクシヨンを低減し、低速側では圧縮比を上げ
て燃費をよくするようにすることを、作動油自体
の圧力で駆動され切替の信頼性が高くかつ構造が
簡単な切替弁を用いて行なう可変圧縮比機構を提
供することを目的とする。 SUMMARY OF THE INVENTION An object of the present invention is to provide a mechanism for varying the compression ratio of an internal combustion engine in accordance with operating conditions using simple and reliable means. More specifically, in gasoline engines, when the load is high, the compression ratio is lowered to suppress knocking, when the load is low, the compression ratio is raised to improve fuel efficiency, and in diesel engines, when the engine is running at high speeds, the compression ratio is lowered to suppress knocking. We have developed a switching valve that is driven by the pressure of the hydraulic fluid itself, has high switching reliability, and has a simple structure, to reduce friction by lowering the compression ratio, and to increase the compression ratio at low speeds to improve fuel efficiency. The object of the present invention is to provide a variable compression ratio mechanism that can be used.
この目的を達成するための、本考案の内燃機関
の可変圧縮比機構は、次のものからなる。すなわ
ち、
ピストンを、ピストンの頂部の全面にわたつて
拡がる部分と該部分の周囲から軸方向下方に向つ
て延びる環状部分とから成るピストン外壁を形成
するピストンシエル、ピストンシエルに固定され
たスカート部、ピストンシエルおよびスカート部
内に挿入されピストンピンに連結されピストンシ
エルおよびスカート部に対して軸方向にスライド
可能とされたピストンコア、とから構成し；
ピストンコアとピストンシエルの間にシエル油
室を形成するとともに、ピストンコアとスカート
部との間にスカート油室を形成し；
シエル油室とスカート油室を圧油の供給回路に
接続するとともに、該シエル油室とスカート油室
への圧油の供給回路に、内燃機関が低負荷のとき
に圧油の圧力を大にし高負荷のときに圧油の圧力
を下げるように圧油の圧力を変える加圧装置と、
圧油の圧力が大になつたときに圧油をシエル油室
に導入する逆止弁と、ピストンコア内に摺動可能
に配置され圧油の圧力が下がつたときにシエル油
室の圧油をスカート油室に流入させる切替弁と
を、設け、さらに前記切替弁を、該切替弁の一端
にスプリングを設けて切替弁軸方向に付勢すると
ともに切替弁の他端に前記圧油の圧力をかけるこ
とにより、前記圧油自体の圧力によつて制御駆動
させるようにしたことを特徴とする内燃機関の可
変圧縮比機構。
The variable compression ratio mechanism for an internal combustion engine according to the present invention to achieve this objective is comprised of the following. That is, the piston includes a piston shell that forms an outer wall of the piston, which is composed of a portion that extends over the entire surface of the top of the piston and an annular portion that extends downward in the axial direction from the periphery of the piston, and a skirt portion that is fixed to the piston shell. A piston core is inserted into a piston shell and a skirt portion, is connected to a piston pin, and is slidable in the axial direction with respect to the piston shell and skirt portion; A shell oil chamber is formed between the piston core and the piston shell. At the same time, a skirt oil chamber is formed between the piston core and the skirt portion; the shell oil chamber and the skirt oil chamber are connected to a pressure oil supply circuit, and the pressure oil is supplied to the shell oil chamber and the skirt oil chamber. a pressurizing device in the supply circuit that changes the pressure of the pressure oil so as to increase the pressure of the pressure oil when the internal combustion engine is under low load and to decrease the pressure of the pressure oil when the internal combustion engine is under high load;
A check valve that introduces pressurized oil into the shell oil chamber when the pressure of the pressurized oil increases, and a check valve that is slidably disposed within the piston core and controls the pressure in the shell oil chamber when the pressure of the pressurized oil decreases. A switching valve is provided to allow oil to flow into the skirt oil chamber, and a spring is provided at one end of the switching valve to urge it in the axial direction of the switching valve, and the other end of the switching valve is provided with a spring for forcing oil to flow into the skirt oil chamber. A variable compression ratio mechanism for an internal combustion engine, characterized in that the variable compression ratio mechanism for an internal combustion engine is controlled and driven by the pressure of the pressure oil itself by applying pressure.
軽負荷時は圧縮比を高める必要があり、加圧装
置は、作動油の圧力を高め、切替弁と逆止弁が作
動油をシエル油室に導き、ピストンコアに対して
ピストンシエルを持ち上げ、燃焼室容積を小にし
て圧縮比を上げる。高負荷時は逆で、圧縮比をさ
げてノツキグを防止する必要があり、加圧装置は
作動油の圧力を低め、切替弁と逆止弁が作動油を
スカート油室に導き、ピストンコアに対してピス
トンシエルを下げ、圧縮比をさげる。ここで重要
なことは、切替弁がスプリングで一方向に付勢さ
れ、逆方向に作動油の圧力がかけられ、作動油の
圧力の変化によつてのみ、すなわち、吸気圧力を
用いずに、切替弁が駆動制御されるようになつて
いることである。これによつて、ピストンシエル
のピストンコアに対する移動制御機構が、外部の
吸気圧力センサ機構と機械的に連結される必要が
なく、動く部材であるピストンに極めて簡単な構
造をもつて組み込むことが可能となり、かつ作動
油の圧力は、吸気負圧のみならずエンジン回転数
等も考慮してコンピユータで制御されるものであ
るから、作動油自体の圧力で駆動される切替弁の
制御性と信頼性は極めて高い。
When the load is light, it is necessary to increase the compression ratio, so the pressurizing device increases the pressure of the hydraulic oil, the switching valve and check valve guide the hydraulic oil to the shell oil chamber, lifting the piston shell against the piston core, Increase the compression ratio by reducing the combustion chamber volume. The opposite is true when the load is high, and it is necessary to reduce the compression ratio to prevent locking.The pressurizing device lowers the pressure of the hydraulic oil, and the switching valve and check valve guide the hydraulic oil to the skirt oil chamber and the piston core. In response, lower the piston shell and lower the compression ratio. What is important here is that the switching valve is biased in one direction by a spring, and hydraulic oil pressure is applied in the opposite direction, so that only by changing the hydraulic oil pressure, that is, without using intake pressure. The switching valve is driven and controlled. As a result, the movement control mechanism of the piston shell for the piston core does not need to be mechanically connected to an external intake pressure sensor mechanism, and can be incorporated into the piston, which is a moving member, with an extremely simple structure. And since the pressure of the hydraulic oil is controlled by a computer taking into consideration not only the intake negative pressure but also the engine speed, etc., the controllability and reliability of the switching valve driven by the pressure of the hydraulic oil itself is improved. is extremely high.
以下に本考案の望ましい実施例を図面を参照し
て説明する。
Preferred embodiments of the present invention will be described below with reference to the drawings.
第１図ないし第３図は本考案の実施例に係るガ
ソリン機関またはデイーゼル機関のピストン部お
よびそれへの油圧回路を示している。 1 to 3 show a piston section of a gasoline or diesel engine and a hydraulic circuit therefor according to an embodiment of the present invention.
図中、１はピストンシエル、２はピストンスカ
ート、３はピストンコアで、これら３つの部材に
よつてピストンが構成されている。このスカート
２はピストンシエル１とねじ結合されている。ま
た、４はピストンピン、５はコネクテイングロツ
ドで夫々の中に油圧回路の油通路が形成される。
６，７はピストンシエル１とピストンコア３間で
作られるシエル油室と、スカート部２とピストン
コア３間で作られるスカート油室であり、ピスト
ンピン４に連結されたピストンコア３の外周に沿
つてピストンシエル１が上下動することにより容
積が変化する。 In the figure, 1 is a piston shell, 2 is a piston skirt, and 3 is a piston core, and these three members constitute a piston. This skirt 2 is threadedly connected to the piston shell 1. Further, 4 is a piston pin, and 5 is a connecting rod, each of which has an oil passage for a hydraulic circuit formed therein.
6 and 7 are a shell oil chamber created between the piston shell 1 and the piston core 3, and a skirt oil chamber created between the skirt portion 2 and the piston core 3, and are located on the outer periphery of the piston core 3 connected to the piston pin 4. The volume changes as the piston shell 1 moves up and down.
シエル油室６およびスカート油室７への作動油
の油通路８は、コネクテイングロツド５内の油通
路８ａ、ピストンピン４内に形成されかつ油通路
８ａに接続する油通路８ｂ、ピストンコア３内に
形成されかつ油通路８ｂとシエル油室６とを接続
する油通路８ｃ、シエル油室６から切替弁１１へ
の油通路８ｄ、切替弁１１からスカート油室７へ
の油通路８ｅ、切替弁１１からの油逃し通路８ｆ
から構成されている。油通路８ｃにはチエツクボ
ール９ａおよびスプリング１０ａからなる逆止弁
が設けられており、供給オイルの圧力が一定値以
上になつたときにスプリング１０ａを押してチエ
ツクボール９ａを弁座から離し、シエル油室６方
向へのみ作動油（以下圧油、油ともいう）を流す
ようになつている。また、油通路８ｄにもチエツ
クボール９ｂおよびスプリング１０ｂからなる逆
止弁が設けられており、切替弁１１（弁体１１と
もいう）が油通路８ｄと油通路８ｅを連通したと
きにシエル油室６からスカート油室７への方向に
のみ圧油を流すようになつている。 An oil passage 8 for supplying hydraulic oil to the shell oil chamber 6 and the skirt oil chamber 7 includes an oil passage 8a in the connecting rod 5, an oil passage 8b formed in the piston pin 4 and connected to the oil passage 8a, and a piston core. 3, an oil passage 8c connecting the oil passage 8b and the shell oil chamber 6, an oil passage 8d from the shell oil chamber 6 to the switching valve 11, an oil passage 8e from the switching valve 11 to the skirt oil chamber 7, Oil relief passage 8f from switching valve 11
It consists of A check valve consisting of a check ball 9a and a spring 10a is provided in the oil passage 8c. When the pressure of the supplied oil exceeds a certain value, the spring 10a is pushed to release the check ball 9a from the valve seat, and the oil is removed from the oil passage. Hydraulic oil (hereinafter also referred to as pressure oil or oil) is designed to flow only in the six directions of the chamber. A check valve consisting of a check ball 9b and a spring 10b is also provided in the oil passage 8d, and when the switching valve 11 (also referred to as the valve body 11) communicates the oil passage 8d with the oil passage 8e, the shell oil chamber Pressure oil is configured to flow only in the direction from 6 to the skirt oil chamber 7.
切替弁１１の構造は第２図、第３図に示したよ
うに、弁体１１は一端でスプリング１１ａにより
付勢されており、他端には油通路８ｂからの圧油
の圧力がかかつている。そして、圧油の圧力が大
のときは、第２図に示すように、弁体１１はスプ
リング１１ａを押して図の右側のストツパ１１ｂ
にあたるまで移動して油通路８ｅと油逃し通路８
ｆを連通する。また、圧油の圧力が小のときは、
第３図に示すように、弁体１１はスプリング１１
ａで押されて図の左側のストツパ１１ｃにあた
り、油通路８ｄと油通路８ｅを連通するようにな
つている。なお、１２，１３はシエル油室６、ス
カート油室７から摺動部を通して油が漏れるのを
防ぐシール用リングである。 As shown in FIGS. 2 and 3, the structure of the switching valve 11 is such that the valve body 11 is biased at one end by a spring 11a, and the other end is biased by the pressure of pressure oil from the oil passage 8b. There is. When the pressure of the pressure oil is high, as shown in FIG. 2, the valve body 11 pushes the spring 11a and stops the stopper 11b on the right side of the figure.
Move until it hits the oil passage 8e and the oil relief passage 8.
Connect f. Also, when the pressure of the pressure oil is low,
As shown in FIG. 3, the valve body 11 has a spring 11
It is pushed by the arrow a and hits the stopper 11c on the left side of the figure, so that the oil passage 8d and the oil passage 8e are communicated with each other. Note that 12 and 13 are sealing rings that prevent oil from leaking from the shell oil chamber 6 and the skirt oil chamber 7 through the sliding parts.
油の供給源は通常オイルパン１４であり、オイ
ルパン１４からの油通路途上にオイルを加圧供給
する加圧装置１５が設けられている。１６ａは油
供給パイプ、１６ｂは油リターンパイプである。
１７ａ，１７ｂはそれぞれ機関の運転条件を検知
する吸気負圧センサ、速度センサ（回転数センサ
ともいう）で、１８はその信号をもとに予め組ま
れてあるプログラムに従つて加圧装置１５に命令
を出すコンピユータ（エンジンコントロールコン
ピユータ）である。なお加圧装置１５での油の加
圧力に比べて、スプリング１０ａ，１０ｂ，１１
ａのスプリング力が小さいように設計されてい
る。また、スプリング１０ａのスプリング力は運
転条件でチエツクボール９ａの慣性力より大きく
設定されている。 The oil supply source is usually an oil pan 14, and a pressurizing device 15 is provided in the oil path from the oil pan 14 to supply oil under pressure. 16a is an oil supply pipe, and 16b is an oil return pipe.
Reference numerals 17a and 17b are an intake negative pressure sensor and a speed sensor (also referred to as rotational speed sensor) that detect the operating conditions of the engine, respectively, and 18 is a sensor that operates the pressurizing device 15 according to a preset program based on the signals. This is a computer (engine control computer) that issues instructions. Note that compared to the pressurizing force of oil in the pressurizing device 15, the springs 10a, 10b, 11
The spring force of a is designed to be small. Further, the spring force of the spring 10a is set to be greater than the inertia force of the check ball 9a under operating conditions.
コンピユータ１８の命令を出すロジツクは次の
ようになつている。ガソリン機関においては始動
時に回転数センサ１７ｂがスタート信号を検知
し、コンピユータ１８は、圧縮圧力を高め始動性
をよくするために圧縮比を高める命令を出す。そ
して、エンジンが始動すると、センサ１７ａの圧
力センサが吸気負圧を検知し、所定の値、たとえ
は−180mmHg、になると、コンピユータ１８が、
回転数センサ１７ｂからの信号も考慮して、高負
荷にすべきか低負荷にすべきかの条件を判断し、
この条件より高負荷側で低圧縮比、低負荷側で高
圧縮比になるように加圧装置１５に命令を出すよ
うになつている。また、デイーゼル機関において
も、始動時に回転数センサ１７ｂがスタート信号
を検知し、コンピユータ１８は圧縮比を高める命
令を出す。そして、エンジンが始動すると、燃料
噴射時期タイマ内の油圧を圧力センサ１７ａで検
知し、所定の値、たとえば３Kg／cm2ｇになると、
コンピユータ１８がこの条件より高速側で低圧縮
比に、低速側で高圧縮比になるように加圧装置１
５に命令を出すようになつている。 The logic for issuing instructions to the computer 18 is as follows. When starting a gasoline engine, the rotation speed sensor 17b detects a start signal, and the computer 18 issues a command to increase the compression ratio in order to increase the compression pressure and improve startability. When the engine starts, the pressure sensor 17a detects the intake negative pressure, and when it reaches a predetermined value, for example -180 mmHg, the computer 18
Also taking into account the signal from the rotation speed sensor 17b, determines the conditions as to whether the load should be high or low,
Under these conditions, a command is issued to the pressurizing device 15 so that the compression ratio is low on the high load side and high on the low load side. Also, in a diesel engine, when the engine is started, the rotation speed sensor 17b detects a start signal, and the computer 18 issues a command to increase the compression ratio. When the engine starts, the pressure sensor 17a detects the oil pressure in the fuel injection timing timer, and when it reaches a predetermined value, for example 3 kg/cm 2 g,
The computer 18 sets the compression ratio to a low compression ratio on the high speed side and a high compression ratio on the low speed side from this condition.
It is now possible to give orders to 5.
上記のように構成された装置における作動はつ
ぎの通りである。まず、機関の運転時に運転条件
がセンサ１７ａ，１７ｂからコンピユータ１８に
入ると、コンピユータ１８は予めプログラムされ
たデータと比較し、加圧装置１５に命令を出す。
そこで加圧装置１５は圧縮比を高める命令を受け
ると油の圧力を高める。このため、オイルパン１
４内のオイルは、油供給パイプ１６ａ、加圧装置
１５を通り、圧力を高められて油通路８ａ、油通
路８ｂの油圧回路を通り油通路８ｃに達する。こ
こで、チエツクボール９ａに作用する力がスプリ
ング１０ａより強いため、チエツクボール９ａを
押し上げオイルはシエル油室６に入る一方、圧油
は油通路８ｂを介して切替弁１１を右へ押して第
２図の状態とする。このため油通路８ｄは閉とな
り、スカート油室７のオイルは油通路８ｅ、油逃
し通路８ｆを通つて外部へ流出する。したがつ
て、シエル油室６のオイルの増加に伴なつてピス
トンシエル１は上部に持ち上げられ、圧縮比が高
められる。 The operation of the apparatus configured as described above is as follows. First, when the operating conditions are input to the computer 18 from the sensors 17a and 17b during engine operation, the computer 18 compares them with pre-programmed data and issues a command to the pressurizing device 15.
Therefore, when the pressurizing device 15 receives a command to increase the compression ratio, it increases the pressure of the oil. For this reason, oil pan 1
The oil in the oil passage 4 passes through the oil supply pipe 16a and the pressurizing device 15, and is increased in pressure, passes through the hydraulic circuit of the oil passage 8a and the oil passage 8b, and reaches the oil passage 8c. Here, since the force acting on the check ball 9a is stronger than the spring 10a, the oil pushes up the check ball 9a and enters the shell oil chamber 6, while the pressure oil pushes the switching valve 11 to the right through the oil passage 8b and As shown in the figure. Therefore, the oil passage 8d is closed, and the oil in the skirt oil chamber 7 flows out through the oil passage 8e and the oil relief passage 8f. Therefore, as the oil in the shell oil chamber 6 increases, the piston shell 1 is lifted upward, increasing the compression ratio.
つぎに、コンピユータ１８からセンサ１７ａ，
１７ｂで検出した信号に応じて加圧装置１５に圧
縮比を下げる命令が出ると、加圧装置１５の加圧
は弱まり、油通路８ａ，８ｂに作用する油圧が低
下し、スプリング１０ａ，１１ａの付勢力によつ
てチエツクボール９ａは油通路８ｃを閉じ、切替
弁１１は第３図に示すように左へ移動し、油逃し
通路８ｆを閉じ、油通路８ｄと油通路８ｅとが接
続される。このため、シエル油室６のオイルはチ
エツクボール９ｂによつて逆流することなくスカ
ート油室７へ移動し、ピストンシエル１が下が
り、つぎの高圧縮の信号がコンピユータ１８から
出るまで低圧縮比を維持する。 Next, from the computer 18, the sensor 17a,
When a command is issued to the pressurizing device 15 to lower the compression ratio in response to the signal detected by the pressurizing device 17b, the pressure applied by the pressurizing device 15 is weakened, the oil pressure acting on the oil passages 8a and 8b is reduced, and the springs 10a and 11a are Due to the biasing force, the check ball 9a closes the oil passage 8c, the switching valve 11 moves to the left as shown in FIG. 3, closes the oil relief passage 8f, and connects the oil passage 8d and oil passage 8e. . Therefore, the oil in the shell oil chamber 6 moves to the skirt oil chamber 7 without flowing backward due to the check ball 9b, and the piston shell 1 is lowered to maintain a low compression ratio until the next high compression signal is output from the computer 18. maintain.
本考案の内燃機関の可変圧縮比機構は上記の通
りであるから、本考案によるときは次の効果が得
られる。
Since the variable compression ratio mechanism for an internal combustion engine according to the present invention is as described above, the following effects can be obtained according to the present invention.
ガソリン機関に本考案を適用した場合は、高負
荷のとき圧縮比が下がるのでノツキング、NOX、
エミツシヨンの発生を抑制でき、低負荷のときは
圧縮比を上げ熱効率を高めることにより燃費をよ
くすることができる。 When this invention is applied to a gasoline engine, the compression ratio decreases at high loads, resulting in knocking, NOX,
The generation of emissions can be suppressed, and fuel efficiency can be improved by increasing the compression ratio and increasing thermal efficiency when the load is low.
また、デイーゼル機関に本考案を適用した場合
は、高速側で圧縮比を下げ、低速側で圧縮比を上
げるために、フリクシヨンが低減でき、熱効率も
高めることができ、燃費をよくすることができ
る。 Additionally, when the present invention is applied to a diesel engine, the compression ratio is lowered at high speeds and increased at low speeds, reducing friction and increasing thermal efficiency, resulting in better fuel efficiency. .
さらに両機関とも低温始動時に圧縮比を高める
ことによつて圧縮比温度が上昇し、着火が早くな
つて始動性をよくすることができる。 Furthermore, in both engines, by increasing the compression ratio when starting at a low temperature, the compression ratio temperature increases, ignition becomes faster, and startability can be improved.
さらにピストンシエルとスカート部内にピスト
ンコアを挿入する構成としたので、ピストンコア
外周の摺動部は燃焼室にさらされることがなく、
燃焼室で形成されるカーボンが該摺動部に入り込
むことはないので、摺動の信頼性が極めて高く、
作動不良が生じることはない。 Furthermore, since the piston core is inserted into the piston shell and skirt, the sliding part around the piston core is not exposed to the combustion chamber.
Carbon formed in the combustion chamber does not enter the sliding parts, so the sliding reliability is extremely high.
No malfunction will occur.
さらに、本考案で用いられる切替弁は、その一
端でスプリング付勢を受け他端で作動油の圧力を
受けて、作動油圧で駆動されるようになつている
から、吸気負圧で機械的に駆動させるような一般
の切替弁駆動構造をとる必要がなく、構造が簡単
で作動の信頼性が高い。 Furthermore, the switching valve used in the present invention is driven by hydraulic pressure, with one end biased by a spring and the other end receiving hydraulic oil pressure. There is no need to use a general switching valve drive structure, and the structure is simple and the operation is highly reliable.
第１図は本考案の内燃機関の可変圧縮比機構に
係る実施例の油圧回路も併せて示したピストン部
分の断面図、第２図は第１図の内燃機関の可変圧
縮比機構の切替弁近傍の高圧時の部分断面図、第
３図は第１図の内燃機関の可変圧縮比機構の切替
弁近傍の低圧時の部分断面図、である。
１……ピストンシエル、２……スカート部、３
……ピストンコア、６……シエル油室、７……ス
カート油室、８……油通路、９ａ，９ｂ……チエ
ツクボール、１０ａ，１０ｂ……スプリング、１
１……切替弁、１１ａ……スプリング、１５……
加圧装置、１７ａ，１７ｂ……センサ、１８……
コンピユータ。
FIG. 1 is a cross-sectional view of the piston part, also showing the hydraulic circuit of an embodiment of the variable compression ratio mechanism of the internal combustion engine of the present invention, and FIG. 2 is the switching valve of the variable compression ratio mechanism of the internal combustion engine of FIG. 1. FIG. 3 is a partial sectional view of the vicinity of the switching valve of the variable compression ratio mechanism of the internal combustion engine of FIG. 1 when the pressure is low. 1...Piston shell, 2...Skirt part, 3
... Piston core, 6 ... Shell oil chamber, 7 ... Skirt oil chamber, 8 ... Oil passage, 9a, 9b ... Check ball, 10a, 10b ... Spring, 1
1...Switching valve, 11a...Spring, 15...
Pressure device, 17a, 17b...sensor, 18...
computer.
Claims (1)
拡がる部分と該部分の周囲から軸方向下方に向つ
て延びる環状部分とから成るピストン外壁を形成
するピストンシエル、ピストンシエルに固定され
たスカート部、ピストンシエルおよびスカート部
内に挿入されピストンピンに連結されピストンシ
エルおよびスカート部に対して軸方向にスライド
可能とされたピストンコア、とから構成し； ピストンコアとピストンシエルの間にシエル油
室を形成するとともに、ピストンコアとスカート
部との間にスカート油室を形成し； シエル油室とスカート油室を圧油の供給回路に
接続するとともに、該シエル油室とスカート油室
への圧油の供給回路に、内燃機関が低負荷のとき
に圧油の圧力を大にし高負荷のときに圧油の圧力
を下げるように圧油の圧力を変える加圧装置と、
圧油の圧力が大になつたときに圧油をシエル油室
に導入する逆止弁と、ピストンコア内に摺動可能
に配置され圧油の圧力が下がつたときにシエル油
室の圧油をスカート油室に流入させる切替弁と
を、設け、さらに前記切替弁を、該切替弁の一端
にスプリングを設けて切替弁軸方向に付勢すると
ともに切替弁の他端に前記圧油の圧力をかけるこ
とにより、前記圧油自体の圧力によつて制御駆動
させるようにしたことを特徴とする内燃機関の可
変圧縮比機構。[Claims for Utility Model Registration] A piston is defined as a piston shell forming an outer wall of the piston consisting of a portion extending over the entire surface of the top of the piston and an annular portion extending axially downward from the periphery of the piston. Consisting of a fixed skirt part, a piston shell, and a piston core inserted into the skirt part, connected to a piston pin, and slidable in the axial direction with respect to the piston shell and skirt part; between the piston core and the piston shell. A shell oil chamber is formed between the piston core and the skirt portion; a skirt oil chamber is formed between the piston core and the skirt; the shell oil chamber and the skirt oil chamber are connected to a pressure oil supply circuit; A pressurizing device that increases the pressure of the pressure oil when the internal combustion engine is under low load and lowers the pressure of the pressure oil when the internal combustion engine is under high load, in the circuit for supplying pressure oil to the chamber;
A check valve that introduces pressurized oil into the shell oil chamber when the pressure of the pressurized oil increases, and a check valve that is slidably disposed within the piston core and controls the pressure in the shell oil chamber when the pressure of the pressurized oil decreases. A switching valve is provided to allow oil to flow into the skirt oil chamber, and a spring is provided at one end of the switching valve to urge it in the axial direction of the switching valve, and the other end of the switching valve is provided with a spring to force oil to flow into the skirt oil chamber. A variable compression ratio mechanism for an internal combustion engine, characterized in that the variable compression ratio mechanism for an internal combustion engine is controlled and driven by the pressure of the pressure oil itself by applying pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12009281U JPS5825637U (en) | 1981-08-14 | 1981-08-14 | Variable compression ratio mechanism for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12009281U JPS5825637U (en) | 1981-08-14 | 1981-08-14 | Variable compression ratio mechanism for internal combustion engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5825637U JPS5825637U (en) | 1983-02-18 |
| JPH0110419Y2 true JPH0110419Y2 (en) | 1989-03-24 |
Family
ID=29914130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12009281U Granted JPS5825637U (en) | 1981-08-14 | 1981-08-14 | Variable compression ratio mechanism for internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5825637U (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6147569U (en) * | 1984-08-31 | 1986-03-29 | シャープ株式会社 | Television receiver adjuster mounting device |
| JPS6147568U (en) * | 1984-08-31 | 1986-03-29 | シャープ株式会社 | Television receiver adjuster mounting device |
| JPS6162481U (en) * | 1984-09-27 | 1986-04-26 | ||
| JPS6162482U (en) * | 1984-09-27 | 1986-04-26 | ||
| JPH082444Y2 (en) * | 1987-05-29 | 1996-01-29 | 日産自動車株式会社 | Variable compression ratio device for internal combustion engine |
| DE3807244C1 (en) * | 1988-03-05 | 1989-03-23 | Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53131323A (en) * | 1977-04-21 | 1978-11-16 | Kubota Ltd | Compression-ratio variable device for internal combuston engine with supercharger |
| JPS5431820A (en) * | 1977-08-12 | 1979-03-08 | Nissan Motor Co Ltd | Variable compression ratio type internal combustion engine |
| JPS5495817A (en) * | 1978-01-12 | 1979-07-28 | Nissan Motor Co Ltd | Variable squish piston |
-
1981
- 1981-08-14 JP JP12009281U patent/JPS5825637U/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53131323A (en) * | 1977-04-21 | 1978-11-16 | Kubota Ltd | Compression-ratio variable device for internal combuston engine with supercharger |
| JPS5431820A (en) * | 1977-08-12 | 1979-03-08 | Nissan Motor Co Ltd | Variable compression ratio type internal combustion engine |
| JPS5495817A (en) * | 1978-01-12 | 1979-07-28 | Nissan Motor Co Ltd | Variable squish piston |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5825637U (en) | 1983-02-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5588412A (en) | Variable injection hole type fuel injection nozzle | |
| US4993637A (en) | Fuel injector | |
| JP3583784B2 (en) | Hydraulic drive electronic fuel injection system | |
| JP6115032B2 (en) | Direct injection engine fuel injection valve | |
| JPH04292526A (en) | Four-cycle internal combustion engine | |
| JPS6039462Y2 (en) | Diesel engine injection timing control device | |
| US4669429A (en) | Fuel injection system for diesel engine | |
| JPS5914609B2 (en) | Whirlpool chamber diesel engine | |
| JP6123175B2 (en) | Direct injection engine fuel injection system | |
| JPH0110419Y2 (en) | ||
| JPS60259764A (en) | Fuel injection valve | |
| US4287717A (en) | Turbocharged internal combustion engine | |
| JP2585033Y2 (en) | In-cylinder fuel direct injection internal combustion engine | |
| JPH03202603A (en) | Opening/closing mechanism for valve in internal combustion engine | |
| JPS591331B2 (en) | internal combustion engine equipment | |
| JPH0212300Y2 (en) | ||
| JP2014009633A (en) | High pressure fuel supply device of engine | |
| JP2833103B2 (en) | Variable compression ratio engine | |
| JP2575745B2 (en) | Engine exhaust gas recirculation system | |
| JPH08254169A (en) | Fuel injection valve for internal combustion engine | |
| JP2006152968A (en) | Controller of internal combustion engine with variable valve timing mechanism | |
| JPH053721Y2 (en) | ||
| JP2589108Y2 (en) | Engine fuel injector | |
| JP3392648B2 (en) | Direct injection internal combustion engine | |
| JPS6146221Y2 (en) |