JPS58197421A - Variable compression ratio type internal-combustion engine - Google Patents

Variable compression ratio type internal-combustion engine

Info

Publication number
JPS58197421A
JPS58197421A JP8052882A JP8052882A JPS58197421A JP S58197421 A JPS58197421 A JP S58197421A JP 8052882 A JP8052882 A JP 8052882A JP 8052882 A JP8052882 A JP 8052882A JP S58197421 A JPS58197421 A JP S58197421A
Authority
JP
Japan
Prior art keywords
cylinder
sub
compression ratio
combustion chamber
ignition
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.)
Granted
Application number
JP8052882A
Other languages
Japanese (ja)
Other versions
JPH0116975B2 (en
Inventor
Mitsuharu Nakahara
中原　光治
Tomio Ishida
石田　富雄
Norifumi Honjo
本荘　典史
Yoshitaka Yoshida
吉田　吉孝
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daihatsu Motor Co Ltd
Original Assignee
Daihatsu Motor Co Ltd
Daihatsu Kogyo KK
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Daihatsu Motor Co Ltd, Daihatsu Kogyo KK filed Critical Daihatsu Motor Co Ltd
Priority to JP8052882A priority Critical patent/JPS58197421A/en
Priority to US06/476,548 priority patent/US4516537A/en
Priority to DE19833310548 priority patent/DE3310548A1/en
Priority to FR8304853A priority patent/FR2524070B1/en
Publication of JPS58197421A publication Critical patent/JPS58197421A/en
Publication of JPH0116975B2 publication Critical patent/JPH0116975B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

PURPOSE:To improve the ignition and combustion properties inside a combustion chamber of an internal-combustion engine with variable compression ratio by effecting the influence of ignition by an ignition plug not only to the whole area of the combustion chamber but also sufficiently to the inside of a sub-cylinder. CONSTITUTION:A sub-cylinder 14 provided in a cylinder head 2 is located at the right side area from a longitudinal center line 9 at the flat view of the cylinder head 2, that is, at the opposite side area from the longitudinal center line 9 against an opening part 7a of a suction port 7 and an opening part 11a of an exhaust port 11. The compression ratio is varied by the reciprocation of a sub-piston 16 of a sub-cylinder 14. In this construction, the ignition plug 9 is located approximately at the center of the whole area of a combustion chamber 5 around opening parts 7a and 11a of ports 7 and 11 and the sub-cylinder 14, while the sub-cylinder 14 approaches to the ignition plug 6 to receive the strong influence of ignition from the ignition plug 6.

Description

【発明の詳細な説明】 本発明は、圧縮比を変更できるようにした内燃機関に関
するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an internal combustion engine whose compression ratio can be changed.

内燃機関におりて出力を向上し、燃費を低減するに／／
ｉ圧縮比を高めることが好ましいが、圧縮比を高めると
高負荷・低回転域でノ・ソ＋ジグが発生する。このため
先行技術としての特開昭５６−８８９２６号公報は、圧
縮比を機関の回転数及び負荷に応じて可変することを、
また、実開昭５６−７９６３９号公報は圧縮比をノ・ソ
＋シジに応じて可変することを各々提案している。To improve output and reduce fuel consumption in internal combustion engines//
It is preferable to increase the compression ratio, but if the compression ratio is increased, engine failure will occur in the high load/low rotation range. For this reason, Japanese Patent Application Laid-Open No. 56-88926 as a prior art discloses that the compression ratio is varied according to the engine speed and load.
Further, Japanese Utility Model Application Publication No. 56-79639 proposes varying the compression ratio depending on the compression ratio.

そして、これら両先行技術はいずれもシリ：７タヘツド
に燃焼室に開口する副シリ−Ｊりを穿設し、該副シリシ
タ内に圧縮比可変用の副、ヒストシを摺動自在に嵌挿し
、該副ごストシを燃焼室に対して油圧シリ′／りにて前
後動することにより圧縮比を可変するものである。In both of these prior art, an auxiliary syringe opening into the combustion chamber is bored in the 7th head, and a auxiliary histometer for varying the compression ratio is slidably inserted into the auxiliary syringe. The compression ratio is varied by moving the sub-stiff forward and backward relative to the combustion chamber using a hydraulic cylinder.

この場合、燃焼室に開口する副シリ？７タは、点火栓に
よる着火の影響を受は易いように点火栓に近い部位に設
ける必要がある一方、点火栓に、当該点火栓による着火
の影響が燃焼室の全域に及ぶような部位に設けなければ
ならないのである。しかし、前記の両先行技術ＴＩ／′
ｉ、シリ：７タヘ・ソドに点火栓、吸気ボート及び排気
ホードに加えて圧縮比可変用の副シリシタを設ける場合
に前記の関係を保つような配列についての技術を全く開
示して環ボート及び排気ホードに加えて燃焼室に開口す
る副シリ−Ｊりを設け、該副シリンダに摺動自在に嵌挿
した副ヒストシを前後動することによって圧縮比を可変
にした内燃機関において、機関の平面視πおける燃焼室
の略中心位置に点火栓を配設する一方、機関の平面視に
おいて燃焼室の中心を通ってクラシフ軸線と同方向の長
手中心線を挾んで片側に吸気ボート及び排気ポートを、
他側に前記副シリ：７りを各々配設することにより、点
火栓による石゛火の影響か燃焼中の全域のみならず副シ
リシタ内にも十分に及ぶようにして、燃暁室内での着火
燃焼性を向上したもの、である。In this case, the secondary cylinder that opens into the combustion chamber? 7. It is necessary to install the spark plug at a location close to the ignition plug so that it is easily affected by the ignition caused by the ignition plug, and at the same time, it is necessary to install the ignition plug at a location where the ignition effect from the ignition plug reaches the entire area of the combustion chamber. It must be established. However, both the prior art TI/'
i. Siri: 7. In addition to the ignition plug, intake boat, and exhaust hood, an auxiliary syringe for changing the compression ratio is provided in the ignition plug, intake port, and exhaust port. In an internal combustion engine in which an auxiliary cylinder opening into the combustion chamber is provided in addition to an exhaust hoard, and the compression ratio is made variable by moving the auxiliary cylinder slidably inserted into the auxiliary cylinder back and forth, The ignition plug is located approximately at the center of the combustion chamber when viewed from π, while the intake boat and exhaust port are placed on one side across the longitudinal center line that passes through the center of the combustion chamber and runs in the same direction as the Crassiff axis when viewed from above. ,
By arranging each of the above-mentioned secondary cylinders on the other side, the influence of the spark caused by the ignition plug is not only over the entire area during combustion, but also sufficiently into the secondary cylinder, so that the influence of the spark in the combustion chamber can be reduced. It has improved ignition and combustibility.

以Ｆ本発明を実施例の図面について説明すると、図にお
いて（１）はシリ：７りづ０１リク、［２１１ｒｉシリ
シ喧ヘツド、（３）は前記シリ、７タブロツク（υのシ
リン咬ボア（４）内を往復摺切するピストシ、（５）は
前言２シリ−Ｊタヘｔラド（２）の下面を四重せて形成
した燃焼室、（６）は該燃焼室（５）内にのぞむ点火栓
、（７）は前記シリ：７タヘ・ラド（２）の平面視にお
いてシリ：／タボｖ（４）の中心（８）を通って機関の
りうシフ軸（図示せず）と同方向の長手中心線（９）Ｋ
対して平行な左側面（１ｏ）と燃焼室（５）とを連通す
る吸気ホード、α１）ｌｄ同じく長手中心線ｆ９１　Ｋ
対して平行な左側面ＦＩＱＩと燃焼室（５）とを連通ず
る排気ポートを各々示し、前記点火栓（６）は平面視に
おいてシリシタボ？（４）の中心（８）近傍に設けられ
、前記吸気ボート（７）の燃焼室（５）への開口部（７
ａ）及び排気ポート（１１１の燃焼室（５）への開口部
Ｃ１１ａ）ｉ、平面視において長手中心線（９）より左
側の領域に配置され、且つこれら両ホード（７）　１ｌ
ｌｌの燃焼室（５）への開口ｆ’ｓ　（７ａ　）　ｃｌ
ｌａ）ｌ／！”は各々吸気弁（１２と排気弁０３が設け
られている。Hereinafter, the present invention will be explained with reference to the drawings of the embodiments. In the drawings, (1) shows the cylinder: 7 cylinders, 211ri cylinder head, and (3) shows the cylinder, 7 tab block (υ cylinder bore (4 ), (5) is a combustion chamber formed by stacking the lower surfaces of (2) four times, and (6) is an ignition valve that extends into the combustion chamber (5). The stopper (7) passes through the center (8) of the cylinder / tab v (4) in the same direction as the engine shift axis (not shown) in a plan view of the cylinder (2). Longitudinal center line (9)K
Intake hoard that communicates the left side surface (1o) parallel to the combustion chamber (5) with the combustion chamber (5), α1)ld also has a longitudinal center line f91 K
Exhaust ports communicating between the left side surface FIQI and the combustion chamber (5) which are parallel to each other are shown, and the ignition plug (6) is a cylinder in a plan view. (4) is provided near the center (8) of the intake boat (7) to the combustion chamber (5).
a) and the opening C11a) i of the exhaust port (111 to the combustion chamber (5)), which are arranged in a region to the left of the longitudinal center line (9) in plan view, and both of these hoards (7) 1l
Opening to the combustion chamber (5) of ll f's (7a) cl
la)l/! ” are each provided with an intake valve (12) and an exhaust valve 03.

０４）は前記シＩＪ、？、Ｉタヘッド（２）に穿設した
副シリシタで、該副シリシタα４１は、前記シリ？７タ
ヘツド（２）の千面撓において長手中心線（９）より右
側の領域、つまり吸気ポート（７）の開口部（７ａ）及
び排気ホードａ１）の開口部（ｌｌａ）に対して長手中
心＠　（９１を挾んで反対側の領域に位置し、その下側
に燃焼室＋５１　Ｋ　。04) is the above-mentioned IJ,? , an auxiliary oscillator drilled in the I-ta head (2), and the auxiliary oscillator α41 is connected to the oscillator head (2). The longitudinal center @ with respect to the area on the right side of the longitudinal center line (9) in the thousand-plane bending of the 7-head (2), that is, the opening (7a) of the intake port (7) and the opening (lla) of the exhaust port a1) (Located in the area on the opposite side of 91, with a combustion chamber +51 K below it.

上側はシリシタへラド（２）の上面におけるシリシタヘ
ッド上室に各々開口し、該副シリシタ圓のシリ−７タヘ
ツド上室への開口部にはこれを塞ぐ蓋板０５）が設けら
れている。（１Ｇ）は前記副シリシタ（１４＋内に摺動
自在に嵌挿した副ヒストシで、該副ヒストｙ（１６１の
外周には複数本のピストンリーＪジＯηを設け、この副
ヒスト−７＋１６１が燃焼室（５）の方向に前進すると
燃焼室の容積が減少して圧縮比が高くなり、副ピストｙ
　（１６１が燃焼室（５）から離れる方向に後退すると
燃焼室の容積が増大して圧縮比が低くなるようになって
おり、且つこの副じストシ（１６１Ｉ″ｉばねＱ８ＪＫ
て後退力向に付勢され、また、副ヒストシロ６）の背面
（燃焼室（５）に対して裏側の而）に汀、当該側ヒスト
ニア（１６）の中心から軸方向に延びるステム０！１が
一体的に設けられ、該ステム囮を前記蓋板α５）を摺動
自在に貫通して外方に突出する一方、副ヒストｙ　ｆ１
６ｆの背面と蓋板（１５）との間に油圧室■を形成し、
該油圧室（２０１に、図示しない油田源からの作動油を
逆止弁１２１）付きボート（社）を介して連続的に供給
する。更に前記ステム（１９Ｋ　［油圧室（２０１に連
通する通路（２３ｊを備え、且つステへ〇優が蓋板α９
より外方に突出する部分には、前記油圧室■内の作動油
をシリシタヘッド上室に放出するためのスピルホード伐
４）を９設する。The upper side opens into the upper chamber of the syringe head on the upper surface of the syringe head (2), and a cover plate 05) is provided to close the opening to the upper chamber of the series 7 head of the sub-silicon head. (1G) is a sub-histograph that is slidably inserted into the sub-histograph (14+), and a plurality of piston lines JOη are provided on the outer periphery of the sub-histograph (161), and this sub-histograph -7+161 is combusted. As the combustion chamber moves forward in the direction of chamber (5), the volume of the combustion chamber decreases, the compression ratio increases, and the secondary piston y
(When 161 retreats in the direction away from the combustion chamber (5), the volume of the combustion chamber increases and the compression ratio decreases.
The stem 0!1 extends in the axial direction from the center of the side histonia (16), and rests on the back side of the sub-histonia (6) (on the back side with respect to the combustion chamber (5)). is integrally provided, and the stem decoy slidably penetrates the lid plate α5) and protrudes outward, while the sub-histograph y f1
A hydraulic chamber ■ is formed between the back of 6f and the lid plate (15),
Hydraulic oil from an oil field source (not shown) is continuously supplied to the hydraulic chamber (201) via a boat equipped with a check valve 121. Furthermore, the stem (19K [equipped with a passageway (23j) communicating with the hydraulic chamber (201), and a lid plate α9
Nine spill holes 4) for discharging the hydraulic oil in the hydraulic chamber (1) to the upper chamber of the syringe head are provided in the part that projects further outward.

（２５１はスヒル体の一つの実施例であるスピルリング
を示し、該スヒルリ：７ジ鞍をｌｉＪ記ステム（１９）
　Ｋ摺動自在に被嵌して、ステム０９）の後退勤のとき
そのスピルボート（２４１かスヒルリー、Ｉグ（２５）
によって閉じ、ステム〇９の前進動のときそのスピルホ
ード（２４］が開くように構成する一方、前記スヒルリ
？７ジ偉６）をこ７−ＩＪ２’保合したレバー圀）の回
動にてステムＯ珈の軸方向にｓＩＩ］調節するように構
成して成るものである。(251 indicates a spill ring, which is an example of a Schill body, and the Schill body: 7 saddles are liJ stems (19)
When the stem 09) is retiring, the spill boat (241 or Shillley, Ig (25)
The spill hoard (24) is configured to open when the stem 〇9 moves forward, while the stem sII] is configured to be adjusted in the axial direction of the oscilloscope.

この構成におりて、スピルホードい）を第一図’に二点
鎖線で示すように燃焼室（５）の方向、つまりスピルボ
ー１２４）を閉じる方向に移動操作すれば、スピルボー
ト（汀の閉によって当該スピルホード（２４）からの作
動油の流出が止り、逆止弁（２１）付きホー）’　＋２
２）から絶えず作動油が供給されている油圧室（支））
の圧力が上昇するから、副ヒスト−Ｊ（１６１は燃焼室
（５）Ｋ向って前進し、この前進がスピルボート（２４
）の開の所まで進行すると、スピルボート（２４）から
作動油が流出を始め、この流出量と油圧室■への供給量
とがバラシスした時点で副ピストンαｅの前進が停止す
る。また、スピルリーＪジ（２５１を二点鎖線の位置か
ら実線の位置へと後退方向に移動操作するき、スピルボ
ート例が全開になり流出量が増加し油圧室■の圧力が低
ドするから、副ピストンα６１は燃焼室（５）の圧力及
び／又けばね＋１８）　Ｋよって燃焼室（５）から離れ
るように後退し、この後退がスヒ・ルポート（２４１が
スピルリ−Ｊりに５）にて閉じる所まで進行すると、ス
ピルポ−１−＋２４１からの流出量が減少し、その流出
量が供給量とバラシスした時点で、副ピストン（１０の
後退勤が停止することになり、スピルリーＪグ破の移動
操作による副とスト−Ｊ（１６１の位置変更により、圧
縮比を任意に変更できるのである。In this configuration, if the spill boat (124) is moved in the direction of the combustion chamber (5), that is, in the direction of closing the spill boat (124), as shown by the two-dot chain line in Fig. The flow of hydraulic oil from the spill hoard (24) is stopped and the check valve (21) is closed. +2
2) Hydraulic chamber (support) that is constantly supplied with hydraulic oil
As the pressure of
), hydraulic oil begins to flow out from the spill boat (24), and when the amount of this outflow and the amount of supply to the hydraulic chamber (2) are balanced, the advance of the sub-piston αe is stopped. Also, when moving the Spill Lee J (251) in the backward direction from the position indicated by the two-dot chain line to the position indicated by the solid line, the spill boat example will be fully opened, the amount of outflow will increase, and the pressure in the hydraulic chamber will decrease. The piston α61 retreats away from the combustion chamber (5) due to the pressure in the combustion chamber (5) and/or the spring +18) K, and this retreat closes at the Schill port (241 is 5). When the flow progresses to this point, the flow rate from the spill port 1-+241 decreases, and when the flow rate reaches a balance with the supply amount, the secondary piston (10) will stop working backwards, and the movement of the spill port 1-+241 will stop. The compression ratio can be changed arbitrarily by changing the position of the secondary and stator J (161) by operation.

従って、前νλヒルリシシリ２ωに係合するレバー１２
８１の他端に機関の負荷に関連するアクチェータ（２７
ｉを連−結し、該アクチェータ（２粉により、機関の負
荷の増加に比例してスピルリｙグーを後退移動するよう
にすれば、圧縮比を負荷の増加につれて次第に低く、換
言すれば負荷の減少につれて次第に高くなるように自動
制御することができ、また前記アクチェータρ力を機関
の回転数にも関連して、回転数の増加につれて圧縮比が
次第に高くなる゛ように自動制御することもできるので
あり、機関の負荷の検出Ｋｄ吸気管負圧又にスロットル
開度を利用すれば良いことはいうまでもなく、筐た、前
記のアクチェータｒ２ηを、機関に設けたノツ士シグセ
シサ−に関連し、圧縮比をノ・す＋シリがないときＫは
高く、ノツ＋ンジが発生するとこれに応じて低くするよ
うに制御することもできるのである。Therefore, the lever 12 that engages with the front νλ lever 2ω
At the other end of 81 is an actuator (27
If the actuator (2 powder) is used to move the spillway backward in proportion to the increase in engine load, the compression ratio will gradually decrease as the load increases, in other words, the compression ratio will decrease as the load increases. The actuator ρ force can be automatically controlled so that it gradually increases as the engine speed decreases, and the actuator ρ force can also be automatically controlled in relation to the engine speed so that the compression ratio gradually increases as the speed increases. It goes without saying that the engine load can be detected by using the intake pipe negative pressure or the throttle opening. It is also possible to control the compression ratio so that K is high when there is no bulge, and lowered accordingly when a bulge occurs.

そして、機関の爆発行程において、副ピストン（１６１
が大きな爆発力を受けると、この爆発力にて当該副ピス
トンαｅが若干後退してスピルホ−１２４）が閉じる一
方、油圧室■内の圧力が瞬間的に高くなって逆止弁Ｉ２
１）が閉じて、油圧室義内の作動油は当該油圧室■内に
閉じ込められた状部になるから、これにより副ピストン
（旧に対する大きな爆発力を支受するのであり、この場
合においてスピルボート−）が閉じるまでの間における
作動油の流出及びその後の作動油の圧力上昇がクツショ
シとなって、燃焼室（５）内での混合気の爆発燃焼によ
る副ピストｙ　（１６１に対する衝撃を吸収・緩和する
のである。During the engine's explosion stroke, the secondary piston (161
When is subjected to a large explosive force, this explosive force causes the secondary piston αe to retreat slightly and close the spill hole 124), while the pressure inside the hydraulic chamber 1 momentarily increases and the check valve I2
1) closes and the hydraulic fluid in the hydraulic chamber becomes confined within the hydraulic chamber, which bears a large explosive force against the secondary piston (in this case, the spill boat The outflow of the hydraulic oil and the subsequent rise in pressure of the hydraulic oil during the period until the cylinder (-) closes causes a shock that absorbs the impact on the secondary piston y (161) due to explosive combustion of the air-fuel mixture in the combustion chamber (5). It's alleviation.

そして、シリ？７タヘツド（２）に、点火栓（６）、吸
気ボート（７）及び排気ボー１−ｔｌｌｌ［加えて圧縮
比可変用の副シリンダ（１４１を設けるにおいて、本発
明に、シリ′Ｊりへもソト璽２）の平面視においてシリ
ンタボア（４）の中心（８）の近傍に点火栓（６）を配
設する一方、長手中心線を挾んで片側に、吸気ボート（
７）の開口部（７ａ〕及び排気ボート（１１）の開口部
ｒｌｌａ）を、他側に副シリシタ（１４１を配設したこ
とにより、点火栓（９）は、両ホー１−　＋７＋　１１
１の開口部（７ａ）　（’１ｌａ）及び副シリ′Ｊり（
１４１を囲う燃焼室（５）の全域に対して略中心に位置
する一方、副シリンダｔ１４１は点火栓（６）Ｋ対して
近づくことになるから、点火栓（６）Ｋよる着火の影響
を、燃焼室（５）の全域及び副シリ：、Ｉ櫃αａ内に強
く及すことができ、吸気混合気全体の燃焼を著しく促進
できるのであり、また・、シリーＪタヘ・ラド（２）の
平面視において長手中心線（９）を挾む片側に吸気ボー
ト（７）及び排気ボート（１１）を、他側に副シリンダ
０４）とこれに嵌まる副ピスト−７１６＋を配設したこ
とにより、前記吸気ボート（７）及び排気ホードα１１
における吸・排気弁ｆ１２１：ｌ　Ｋ対する動弁機構（
図示せず）と、ステム（１１，スピルボート（２臥レバ
ー（２６）及び１、り千ニータンη等の副ピスト：／（
１６１の前後動機構とを、長手中心線（９）を挾んで左
右に振分けて設けることができるのである。And Siri? 7 head (2), an ignition plug (6), an intake boat (7), and an exhaust boat 1-tllll [In addition, in providing an auxiliary cylinder (141) for variable compression ratio, the present invention also includes In plan view of the Soto Seal 2), the spark plug (6) is arranged near the center (8) of the cylinder bore (4), while the intake boat (6) is placed on one side across the longitudinal centerline.
7) and the opening rlla of the exhaust boat (11), and by disposing the sub-silicitor (141) on the other side, the ignition plug (9)
1 opening (7a) ('1la) and sub-sill 'J' (
Since the sub cylinder t141 is located approximately at the center of the entire area of the combustion chamber (5) surrounding the ignition plug (6)K, the ignition effect by the ignition plug (6)K is It can strongly affect the entire area of the combustion chamber (5) and the inside of the auxiliary cylinder αa, and can significantly promote the combustion of the entire intake air mixture. By arranging the intake boat (7) and the exhaust boat (11) on one side of the longitudinal centerline (9) in the view, and the sub-cylinder 04) and the sub-piston -716+ fitted thereon on the other side, the above-mentioned Intake boat (7) and exhaust hoard α11
Valve mechanism for intake/exhaust valve f121:l K (
(not shown), stem (11, spill boat (2 levers (26) and 1, secondary piston such as Risen Nitan η): / (
The 161 forward and backward movement mechanisms can be distributed to the left and right with the longitudinal center line (9) in between.

なお、前記実施例において油圧室（２０）に絶えず供給
する作動油として、機関における潤滑油、又は自動車の
パワー□テアリーＪジ機構における作１３油若しくけ自
動車のオートマ千ツク変速装＠における作動油を用いる
ことができる。In the above embodiments, the hydraulic oil constantly supplied to the hydraulic chamber (20) is lubricating oil in the engine, oil in the power transmission mechanism of an automobile, or operation oil in the automatic transmission of a mechanical automobile. Oil can be used.

また、前記実施例はスピル棒の一つの実施例として、ス
ピルボートグ（２５）Ｋした場合を示したが、第４図に
示すようにステム（１９ａ）を中空軸に形成し、該ステ
ム（１９ａ）内にスヒ゛ル棒（２５ａ）を摺動自在に嵌
挿し、該スピル棒（２５ａ）を摺動操作することによっ
てスピルボート（２４ａ）の開閉位置をステム（１９ａ
〕の軸方向に沿って変位するように構成しても良いので
あり、また、第５図及び第６図に示すようにステム（１
９Ｌ’））ｒおけるスピルポートをステム（１９ｂ）の
軸線に対して傾斜する傾斜状スピルポート（２４ｂ）　
Ｋ形成する一方、ステム（１９’ｔ））の外周には歯車
式のスピルリシリ（２５ｂ）を回転自在、摺動自在に被
嵌して、該スピルリ：７ジ（２５ｂ）を図示しない軸受
にてシリシタへＩυド（２）Ｋ対して軸支し、このスピ
ルリ？７グ（２５１））にはステム（１９’ｂ）が前後
摺動じたときその傾斜状スピルポート（２４ｂｌｌ’合
致するようにした一つの逃がしボート怒を穿設すると共
に、このスピルポート（２５ｂ）外周の歯にステム（１
９ｂ）と直角方向に配設したうツク杆イ９）を噛合し、
該う・ツク杆し９）の長手方向の摺動によつ゛てスピル
リシリ（２５ｂ）を回転操作して、ステム（１９（））
の傾斜状スピルポート（２４ｂ）　Ｋ対して逃がしホー
ド（２８）をｔＤ位置又は中）位置へとずらせることに
よって、スピルポート〔２４ｂ）の開閉位置をステム（
１９ｂ）の軸方向に沿って変位するように構成しても良
いのである（この場合、ステム（１９ｂ）ｔ／′ｉ摺動
自摺動自転不能に保持され、またここにおけるスピルリ
−Ｊづ（２５１））を回転する機構としては、実施例図
のう・ツクとヒニオシに限らず他の手段を用いて良いこ
とはいうまでもない）。また、このステム゛に設けた傾
斜状スピルポートと、スピルリ、７ジに設けた逃がしボ
ートの設ける位置を、それぞれ逆にしても良いことはい
うまでもなく、また、副ピストンの材質としては、主ピ
ストシと同様アルミ合金を用いても良いが、その一部若
しくは全部をセラ三゛ツクで構成して４良い。In addition, although the above-mentioned embodiment shows the case of a spill bar (25) K as an embodiment of the spill bar, as shown in FIG. 4, the stem (19a) is formed into a hollow shaft. A spill rod (25a) is slidably inserted into the stem (19a), and by slidingly operating the spill rod (25a), the opening/closing position of the spill boat (24a) is adjusted to the stem (19a).
) may be configured to be displaced along the axial direction of the stem (1).
9L')) An inclined spill port (24b) in which the spill port at r is inclined with respect to the axis of the stem (19b).
On the other hand, a gear-type spiller (25b) is rotatably and slidably fitted on the outer periphery of the stem (19't), and the spiller: 7 (25b) is mounted on a bearing (not shown). This spirulli? 7g (251)) is drilled with one relief boat that matches the inclined spill port (24bll') when the stem (19'b) slides back and forth, and this spill port (25b). Stem (1
9b) and the lever a 9) arranged at right angles to each other,
The stem (19()) is rotated by rotating the spill filter (25b) by sliding it in the longitudinal direction of the corresponding lever 9).
By shifting the relief hoard (28) to the tD position or middle) position with respect to the inclined spill port (24b) K, the opening/closing position of the spill port [24b] is changed to the stem (
The stem (19b) may be configured to be displaced along the axial direction of the stem (19b). It goes without saying that the mechanism for rotating 251)) is not limited to the U-TSUKU and HINIOSI shown in the embodiment diagrams, but other means may be used. In addition, it goes without saying that the positions of the inclined spill port provided on the stem and the relief boat provided on the spill reel 7 may be reversed, and the material of the sub-piston may be Aluminum alloy may be used like the main piston, but a part or all of it may be made of ceramic.

この場合、燃焼室側の、材質をセラミックにすると、セ
ラミックは熱伝導性が低いため、燃焼室からの放熱量が
減少し、断熱効果が増すため熱損失力８．つ５、や□６
ｏよオ６ｏえ、や、□、−１八 トーＪａ面に伝達する熱量が減少するので圧縮比変勘 更用、ピストシを摺動させる液体の温度上昇が少ム〈な
り液体の劣化が少なくなる。In this case, if the material on the combustion chamber side is made of ceramic, since ceramic has low thermal conductivity, the amount of heat released from the combustion chamber will decrease, and the heat insulation effect will increase, resulting in heat loss.8. Tsu5, Ya□6
Since the amount of heat transferred to the Ja surface is reduced, the temperature rise of the liquid that slides the piston for changing the compression ratio is reduced, and the deterioration of the liquid is reduced. Become.

ｉイ 又、Ａピストシの摺動面にセラ三・ツクを使用すれば、
耐磨耗性が高く、摩擦係数が低いので、摺動面の潤滑に
必要な液体（潤滑油）が少なくてもよいので、オイル下
がりの量も少なくなり、排ガスの悪化、オイル消費の増
大が防出できる。さらに、ステムならびにスピルリ：７
りに設けるボート形状は、必要に応じて第５図に二点鎖
線で示すような任意形状の組合せが考えられる。iAlso, if you use Cerasan-Tsuku on the sliding surface of A-pistoshi,
Since it has high wear resistance and a low coefficient of friction, less liquid (lubricating oil) is required to lubricate the sliding surfaces, which reduces the amount of oil dripping, reducing exhaust gas emissions and increasing oil consumption. It can be prevented. In addition, stem and Spirulli: 7
As for the boat shape provided in the above, any combination of shapes as shown by the two-dot chain line in FIG. 5 can be considered as necessary.

以上実施例について説明したが本発明に、吸気ホード、
排気ポート及び点火栓を備えたシリシタへｔラドに、そ
の下面を凹ませて形成した燃焼室に開口する副シリー／
ダを穿設し、該副シリシタ内に摺動自任に嵌挿した副ピ
ストンの前後動によって圧縮比を可変にするようにした
内燃機関において、前記点火栓を、シリ：７タヘ・ラド
の平面視においてシリフタボアの中心近傍に１！！Ｉｉ
！設する一方、前記シリシタヘッドの十面接ニおいてシ
リシタボアの中心を通ってりうシフ軸と同方向の長手中
心ＷＫ対して片側の領域に前記吸気ホード及び排気ホー
ドを、他側の領域ｒｇｆｊｔ’副シリ、７タを各々配設
して成るものτ、圧縮比可変用の副シリ：７りを設けた
機関において、該副シリシタを含めた燃焼室全域の燃焼
を著しく向上できる一方、吸気ホード及び排気ポートに
おける吸・排気弁に対する１ノ升機構と副シリー／夕内
の副ピストンに対する前後動機構とを、長手中心線を挾
んで左右に振分け１．Ｎ７に互に制約を受けることなく
設置することができ、゛その製造、組立て及び点検修理
の作業性を向上できる効果を有する。Although the embodiments have been described above, the present invention includes an intake hoard,
An auxiliary series opens into a combustion chamber formed by recessing the lower surface of the syringe, which is equipped with an exhaust port and a spark plug.
In an internal combustion engine, the compression ratio is made variable by the back-and-forth movement of an auxiliary piston that is inserted into the auxiliary syringe and slidably inserted into the auxiliary syringe. 1 near the center of the cylinder bore when viewed! ! Ii
! On the other hand, the intake hoard and the exhaust hoard are installed in an area on one side of the longitudinal center WK in the same direction as the shift axis passing through the center of the injector bore on the tenth surface of the injector head, and the sub series rgfjt' in the other area. In an engine equipped with a sub-silicon for varying the compression ratio, combustion in the entire combustion chamber including the sub-silicon can be significantly improved; The one-cylinder mechanism for the intake/exhaust valves in the port and the back-and-forth movement mechanism for the sub-piston in the sub-series/column are distributed to the left and right across the longitudinal center line.1. It can be installed in N7 without being restricted by each other, and has the effect of improving workability in manufacturing, assembling, and inspecting and repairing it.

【図面の簡単な説明】[Brief explanation of drawings]

図面は本発明の実施例を示し、−１図は機関要部の縦断
正面図、第２図は第１図の■−ロ視底面図、第３図は第
１図の■−■視断面断面図４図及び第５図にλピル体と
スピルボートとの別例図、第６図は第５図の平面図であ
る。 １１−°°シリンダづｏ１リク、＋２１　°°・シリ：
７タヘｔソド、（５）・・・燃焼室、（４）・・・シリ
フタボア、（６）・・・点火栓、（７）・・°吸気ボー
ト、（Ｉｌｌ・・・排気ホード、（９）・・・長手中心
線、ＯΦ・・・副シリ−Ｊり、（１６１・・・副ヒスト
−Ｊ。The drawings show an embodiment of the present invention, in which Figure 1 is a longitudinal sectional front view of the main engine parts, Figure 2 is a bottom view taken along the line II of Figure 1, and Figure 3 is a sectional view taken along the line II of Figure 1. 4 and 5 are other examples of the λ pill body and the spill boat, and FIG. 6 is a plan view of FIG. 5. 11-°° cylinder 1 cylinder, +21°° cylinder:
(5)... Combustion chamber, (4)... Shifter bore, (6)... Spark plug, (7)... Intake boat, (Ill... Exhaust holder, (9 )...Longitudinal center line, OΦ...Sub series J, (161...Sub hist J.

Claims (1)

【特許請求の範囲】[Claims] （１）、吸気ボート、排気ポート及び点火栓を備えたシ
リ：７タヘツドに、その下面を凹ませて形成した燃焼室
に開口する副シリ、７りを穿設し、該副シリンタ内に摺
動自在に嵌挿した副ピストンの前後動によって圧縮比を
可変するようにした内燃機関πおいて、前記点火栓を、
シリ：７りへ１ソドの平面視においてシリシタボアの中
心近傍に配設する一方、前記シリ：７タヘツドの平面視
においてシリシタボアの中心を通ってクランク軸と同１
方回の長手中心線に対して片側の領域に前記吸気ホード
及び排気ポートを、他側の領域に前記副シリシダを各々
配設したことを特徴とする圧縮比可変式内燃機関０(1) A cylinder equipped with an intake boat, an exhaust port, and a spark plug: A sub-cylinder opening into the combustion chamber formed by recessing the bottom surface of the 7-head is drilled, and a slider is inserted into the sub-cylinder. In an internal combustion engine π in which the compression ratio is varied by the back and forth movement of an auxiliary piston that is movably inserted, the ignition plug is
The cylinder is arranged near the center of the cylinder bore in a plan view of the cylinder 7, while it passes through the center of the cylinder bore in a plan view of the cylinder 7 and is located at the same level as the crankshaft.
A variable compression ratio internal combustion engine 0, characterized in that the intake hood and the exhaust port are arranged in one region with respect to the longitudinal centerline of the rotation, and the sub-cylinder is arranged in the other region.
JP8052882A 1982-03-24 1982-05-12 Variable compression ratio type internal-combustion engine Granted JPS58197421A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP8052882A JPS58197421A (en) 1982-05-12 1982-05-12 Variable compression ratio type internal-combustion engine
US06/476,548 US4516537A (en) 1982-03-24 1983-03-18 Variable compression system for internal combustion engines
DE19833310548 DE3310548A1 (en) 1982-03-24 1983-03-23 VARIABLE COMPRESSION SYSTEM FOR INTERNAL COMBUSTION ENGINES
FR8304853A FR2524070B1 (en) 1982-03-24 1983-03-24 COMPRESSION DRIVE SYSTEM FOR INTERNAL COMBUSTION ENGINES

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP8052882A JPS58197421A (en) 1982-05-12 1982-05-12 Variable compression ratio type internal-combustion engine

Publications (2)

Publication Number Publication Date
JPS58197421A true JPS58197421A (en) 1983-11-17
JPH0116975B2 JPH0116975B2 (en) 1989-03-28

Family

ID=13720826

Family Applications (1)

Application Number Title Priority Date Filing Date
JP8052882A Granted JPS58197421A (en) 1982-03-24 1982-05-12 Variable compression ratio type internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS58197421A (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5420220A (en) * 1977-07-11 1979-02-15 Peugeot Internal combustion engine that compression ratio can be varied
JPS5552527U (en) * 1978-10-05 1980-04-08

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5420220A (en) * 1977-07-11 1979-02-15 Peugeot Internal combustion engine that compression ratio can be varied
JPS5552527U (en) * 1978-10-05 1980-04-08

Also Published As

Publication number Publication date
JPH0116975B2 (en) 1989-03-28

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