JPS6022030A - Variable compression ratio engine - Google Patents
Variable compression ratio engineInfo
- Publication number
- JPS6022030A JPS6022030A JP13048183A JP13048183A JPS6022030A JP S6022030 A JPS6022030 A JP S6022030A JP 13048183 A JP13048183 A JP 13048183A JP 13048183 A JP13048183 A JP 13048183A JP S6022030 A JPS6022030 A JP S6022030A
- Authority
- JP
- Japan
- Prior art keywords
- compression ratio
- shape memory
- memory alloy
- temperature
- engine
- 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.)
- Pending
Links
Classifications
-
- 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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、エンジンまたはディーゼルエンジンの圧縮
比を変更しうる可変圧縮比エンジンに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a variable compression ratio engine capable of changing the compression ratio of an engine or diesel engine.
エンジンの圧縮比は、一般に高い方が始動性および燃費
等の点で良いとされるが、これによりノッキングが生じ
やすくなる。しノζがって、始動時には圧縮比を高くし
、エンジンが１段まつだ後には、ノッキングが生じない
程度に圧縮比を高くすることが好ましい。It is generally said that the higher the engine compression ratio, the better in terms of startability and fuel efficiency, but this increases the likelihood of knocking. Therefore, it is preferable to set the compression ratio high at startup, and after the engine has moved to the first stage, set the compression ratio high enough to prevent knocking.
従来の可変圧縮比エンジンは、例えば５ＡＥＰａｐｅｒ
７７０４３０ に示されているような、油圧によシピ
ストンピンキャリア上部のピストンリングキャリアを上
下動させるもの、およびＳ ’Ａ Ｅ Ｐａｐｅｒ７７
０１１４ に示されているような、リンク機構によりス
トロークを変えるものなどが知られている。Conventional variable compression ratio engines are, for example, 5AEPaper
770430, which hydraulically moves the piston ring carrier above the piston pin carrier up and down, and S'A E Paper 77
0114, in which the stroke is changed by a link mechanism, is known.
しかしながら、これら従来装置は構造が複雑な上、圧縮
比切り換えのための作動部が、ピストンやクランクなど
の運動部に設けられているため、ｉｔｌ久信軸性に問題
があり、また慣性質量が大きくなってエンジンの高速回
転化を阻害する。However, these conventional devices have a complicated structure, and the actuating part for switching the compression ratio is provided on a moving part such as a piston or crank, so there is a problem with itl stability, and the inertial mass is large. This prevents the engine from rotating at high speeds.
この発明の目的は、したがって構造がｆ￥ｉｊ ｉｌ′
ｌで、圧縮比切り換えのための作動部がピストン等の運
動部にはない新規な可変圧縮比エンジンを提供すること
にある。The object of the invention is therefore that the structure f\ij il'
Another object of the present invention is to provide a novel variable compression ratio engine in which the actuating part for switching the compression ratio is not located in a moving part such as a piston.
この発明の上記目的は、シリンダブロックとクランクケ
ースまたはシリンダヘッドとの間を、／リンダ軸方向に
特定温度の低温側で縮み高温（ＩＩＩで伸びるように形
状記憶・させた形状記憶合金によって接合することによ
り達成される。The above-mentioned object of the present invention is to join a cylinder block and a crankcase or a cylinder head with a shape memory alloy which is made to have shape memory so that it contracts at a low temperature side of a specific temperature and expands at a high temperature (III) in the axial direction of the cylinder. This is achieved by
以下、この発明を添付図面を参照して説明する。Hereinafter, the present invention will be explained with reference to the accompanying drawings.
第１図は、この発明の一実施例を示し、第１図（４）は
高圧縮比時の状態、第１図（Ｂ）は低圧縮比時の状態を
それぞれ示している。形状記憶合金１は、エンジンのシ
リンダブロック２下部外壁に張り出して形成された庇３
の下部とクランクケース４の頂部４αとの間に、それぞ
れポルト５，６により固着されている。形状記憶合金１
は、シリンダブロック２とクランクケース４との接合部
の全周に設けてもよいが、その両側に設けるだけでもよ
い。FIG. 1 shows an embodiment of the present invention, in which FIG. 1 (4) shows a state at a high compression ratio, and FIG. 1 (B) shows a state at a low compression ratio. The shape memory alloy 1 is applied to an eave 3 that is formed to protrude from the outer wall of the lower part of the cylinder block 2 of the engine.
and the top 4α of the crankcase 4 by ports 5 and 6, respectively. shape memory alloy 1
may be provided around the entire circumference of the joint between the cylinder block 2 and the crankcase 4, but may also be provided only on both sides thereof.
後者の場合、形状記憶合金を設けていない接合部は、摺
動部材等を設けて伸縮可能にしておく必要がある。同様
に、形状記憶合金をシリンダブロック２とクランクケー
ス４との間に設けるのではなく、シリンダブロック２と
シリンダヘッド７との接合部外壁に設ける場合も、シリ
ンダブロック２に対しシリンダ軸方向に摺動可能なよう
に、例えば円筒をシリンダヘッド７に固着し、その外側
に形状記憶合金を設けるようにするとよい。これはピス
トン８上面と／リンダヘッド７との間の燃焼室９の形状
および密閉性を確保するためである。In the latter case, it is necessary to provide a sliding member or the like to make the joint part not provided with the shape memory alloy expandable and retractable. Similarly, if the shape memory alloy is not provided between the cylinder block 2 and the crankcase 4 but is provided on the outer wall of the joint between the cylinder block 2 and the cylinder head 7, it will slide against the cylinder block 2 in the cylinder axial direction. For example, the cylinder may be fixed to the cylinder head 7 so that it can be moved, and a shape memory alloy may be provided on the outside of the cylinder. This is to ensure the shape and sealing of the combustion chamber 9 between the upper surface of the piston 8 and the cylinder head 7.
形状記憶合金１の形状は、図示のような蛇腹の他に、コ
イルその他の形状が使用できる。As for the shape of the shape memory alloy 1, in addition to the bellows shown in the figure, other shapes such as a coil can be used.
蛇腹状の形状記憶合金ｌｉｄ、その合金の特定温度（マ
ルテンサイト変態開始温度）よりも高温イ１すで第１図
（Ｂ）のような伸張した形状に記憶させ、低温側で第１
図（４）のような縮小した形状に記憶させておく。シリ
ンダブロック２とクランクケース４との接合部外壁にお
ける暖機終了時の温度は、大体１００℃前後なので、エ
ンジン始動時の常温程度で（Ａ）に示す低温側の形状に
、そしてエンジン暖機終了時には（Ｂ）に示す高温側形
状になるようなマルテンサイト変態温度特性を有する形
状記憶合金を使用する。圧縮比−は、第１図（４）の低
温側形状で高くなり、第１図（Ｂ）の高温側形状で低く
なる。したがって、エンジン始動時には、長さＬの（Ａ
）の低温１１１す形状になって圧縮比が高くなり、暖機
終了時には、長さＬ＋４Ｌの（Ｂ）の高温側形状になっ
てノノキ／グを起こさせない程度に圧縮比が低く抑えら
れる。The bellows-shaped shape memory alloy lid is heated to a temperature higher than the specific temperature (martensite transformation start temperature) of the alloy.
It is stored in a reduced shape as shown in Figure (4). The temperature at the outer wall of the joint between the cylinder block 2 and the crankcase 4 at the end of warm-up is approximately 100°C, so at around room temperature when the engine is started, it assumes the shape on the low temperature side shown in (A), and the engine warm-up ends. In some cases, a shape memory alloy having martensitic transformation temperature characteristics such as the shape shown in (B) on the high temperature side is used. The compression ratio - becomes high in the low-temperature side shape shown in FIG. 1(4), and becomes low in the high-temperature side shape shown in FIG. 1(B). Therefore, when starting the engine, the length L (A
), the compression ratio becomes high, and at the end of warm-up, the high temperature side shape of (B) with length L+4L is obtained, and the compression ratio is suppressed to a low level to prevent the occurrence of wood cracking.
圧縮比は、ピストン８が下死点にあるときの燃焼室９の
容積と、ピストン８が上死点にあるときの燃焼室９の容
積との比をいう。これは、ガソリンエンジンでは１０程
度、ディーゼルエンジンでは２０程度である。容積は、
面積を一定とすると高さによって決まるので、例えばピ
ストンのストロークを６３ｎｉｒｎ、残りのシリンダヘ
ッドまでの高さを７ ｍｒｎとすると、圧縮比は（６３
＋７ ）／７ ＝ １０となり、第１図（Ｂ）に示す形
状記憶合金１の形状変化による延ひ量ａＬ ＝＝ ｌ
ｍｍとすると、（６３＋８ ）／８＃９となる。同様に
してディーゼルエンジンの場合ハ、例えば（９５＋５
）１５ ＝ ２０が、ｌ ｍｒｒｂの延ひによって（９
５＋６）／６ ＝ １７になる。このように、形状記憶
合金１の形状変化によって７リンダブロノク２の位置が
ｌ ｎｕｎ高くなると、ガソリンエンジンでは１１デイ
ーゼルエンジンでは３程度の圧縮比が変更できることに
なる。The compression ratio is the ratio between the volume of the combustion chamber 9 when the piston 8 is at the bottom dead center and the volume of the combustion chamber 9 when the piston 8 is at the top dead center. This is about 10 for gasoline engines and about 20 for diesel engines. The volume is
If the area is constant, it is determined by the height, so for example, if the piston stroke is 63 nirn and the height to the remaining cylinder head is 7 mrn, the compression ratio is (63 nirn).
+7 )/7 = 10, and the elongation amount aL == l due to the shape change of the shape memory alloy 1 shown in FIG. 1(B)
In mm, it becomes (63+8)/8#9. Similarly, in the case of a diesel engine, for example, (95+5
)15 = 20 becomes (9
5+6)/6=17. In this way, if the position of the 7 cylinder block 2 becomes l nun higher due to the shape change of the shape memory alloy 1, the compression ratio can be changed by about 3 for a gasoline engine or an 11 diesel engine.
形状記憶合金には、加熱すると高温側形状に戻るが、冷
却しても低温側形状に戻らない、いわゆる一方向性のも
のと、低温側と高温側の形状に冷却および加熱を繰り返
すことにより可逆的に戻る二方向性と、温度変化に対応
して順次その形状を変えてゆく全方位のものとがある。Shape memory alloys include so-called unidirectional ones, which return to the high-temperature shape when heated, but do not return to the low-temperature shape when cooled, and those that are reversible to the low-temperature and high-temperature shapes by repeated cooling and heating. There are two types: bidirectional, which returns to the target, and omnidirectional, which sequentially changes its shape in response to temperature changes.
この発明において、一方向性形状記憶合金を使用する場
合は、低温側形状に戻すためのスプリングバイアスが必
要である。二方向性形状記憶合金を使用した場合は、圧
縮比の二段切換となる。これに対し全方位形状記憶合金
を使用すれば、圧縮比の無段階的調整が可能である。In this invention, when using a unidirectional shape memory alloy, a spring bias is required to return it to the shape on the low temperature side. If a bidirectional shape memory alloy is used, the compression ratio will be switched in two stages. On the other hand, if an omnidirectional shape memory alloy is used, the compression ratio can be adjusted steplessly.
二方向性の形状記憶合金を使用して、圧縮比の二段以上
の大きな切り換えまたは細かな切り換えを行なうために
は、第２図（Ａ）に示すように、マルテンサイト変態温
度特性が順次具なる複数の形状記憶合金Ｌａ、 １ｂ、
１ｃを連続して、例えば蛇腹状に形成すればよい。こ
のようにすれば、エンジン始動時においては、第２図（
４）に示すような高圧縮比で運転され、エンジンが次第
に暖すると、第２図（Ｂ）のように第１の形状記憶合金
１αが伸ひ、続いて第２図（ｃ） 、（Ｄ）のように第
２．第３の形状記１．８合金１ｂ、 １ｃが順次伸びて
、全体としてＪＬＩ ＋ａＬ２＋４Ｌ３の伸び量が得ら
れる。これにより圧縮比の大きなまたは細かな変更が可
能となる。In order to make large or small changes in the compression ratio of two or more steps using a bidirectional shape memory alloy, the martensitic transformation temperature characteristics must be adjusted sequentially as shown in Figure 2 (A). A plurality of shape memory alloys La, 1b,
1c may be formed continuously into a bellows shape, for example. In this way, when starting the engine, the
When the engine is operated at a high compression ratio as shown in 4) and gradually warms up, the first shape memory alloy 1α expands as shown in FIG. ) as in the second. The third profile 1.8 alloys 1b and 1c are sequentially elongated to obtain an elongation amount of JLI +aL2+4L3 as a whole. This allows large or small changes in the compression ratio.
上記実施例は、シリンダブロック２の外壁の温度変化に
応じて、形状記憶合金１がその形状を自然に変える例で
あるが、この温度変化を人為的に制御して、形状記憶合
金の形状変化を強制的に行なう例が、第３図以下に示さ
れている。第３図に示す例は、円形折り返し部を有する
板状の形状記憶合金１′の両端部をシリンダブロック２
の庇３およびクランクケース４の頂部との間に固着し、
この円形折り返し部に高温空気または排ガスを吹き付け
て強制加熱する。第４図に示す例では、菱形のパイプ状
形状記憶合金１″を使用して、その内部に冷却水１０を
導いて強制冷却する。このような強制加熱または強制冷
却手段を備えれば、圧縮比の変更を人為的に制御できる
ばかりでなく、使用する形状記憶合金の選択自由度が広
くなる利点がある。第５図に示す例は、この制御をさら
に細かくできるように、全方位型の形状記憶合金ｌに近
接させまたは絶縁材料を介して接触させたヒータ１１の
通電を、水温、エンジン回転数、スロットル開度、吸入
空気量等の信号を入力されたエンジンコントロールユニ
ットＥｃＵの出力信号によって制御しようとするもので
ある。ヒータ１１としては、ニクロム線やセラミックヒ
ータ等が使用されるか、ペルチー効果素子を用いれば、
流す電流の向きを変えることによって加熱および冷却を
選択的に行なえるので、より効果的である。このような
温度制御を行なう場合は、低温側形状時のべ〜ス圧縮比
を通常の場合よりも高目に設定しておき、ノッキングや
騒音の発生、排ガス特性等が悪化したときにこれを検知
して形状記憶合金を加熱し、圧縮比を下げるようにする
とよい。The above embodiment is an example in which the shape memory alloy 1 naturally changes its shape in accordance with the temperature change of the outer wall of the cylinder block 2, but this temperature change is artificially controlled to change the shape of the shape memory alloy. An example in which this is forcibly performed is shown in Figures 3 and below. In the example shown in FIG.
is fixed between the eaves 3 and the top of the crankcase 4,
Hot air or exhaust gas is blown onto this circular folded part to forcibly heat it. In the example shown in FIG. 4, a rhombic pipe-shaped shape memory alloy 1'' is used, and cooling water 10 is introduced into the inside for forced cooling.If such forced heating or forced cooling means is provided, compression This has the advantage of not only being able to artificially control changes in the ratio, but also widening the degree of freedom in selecting the shape memory alloy to be used. The heater 11, which is placed close to the shape memory alloy l or in contact with it through an insulating material, is energized by the output signal of the engine control unit EcU, which receives signals such as water temperature, engine speed, throttle opening, and intake air amount. As the heater 11, a nichrome wire, a ceramic heater, etc. may be used, or if a Peltier effect element is used,
It is more effective because heating and cooling can be selectively performed by changing the direction of the current flowing. When performing such temperature control, the base compression ratio for the low-temperature side shape should be set higher than for normal conditions, and this can be used when knocking, noise, or exhaust gas characteristics deteriorate. It is preferable to detect this and heat the shape memory alloy to lower the compression ratio.
以上のように、この発明の可変圧縮比エンジンによれば
、簡単な構造によりしかも非運動部に圧縮比変更機構を
設けたので、始動性、燃費、１制久信頼性等が大幅に向
上する。また、温度変化に応じて複数段または無段階的
に圧縮比を変更できるので、エンジンに対する追随性が
良くなる。さらにコンビーータによる制御も可能なので
、圧縮比の最適制御が可能になる。As described above, the variable compression ratio engine of the present invention has a simple structure and the compression ratio changing mechanism is provided in a non-moving part, so startability, fuel efficiency, one-stop reliability, etc. are significantly improved. . Furthermore, since the compression ratio can be changed in multiple stages or in a stepless manner according to temperature changes, the ability to follow the engine is improved. Furthermore, control by a combeater is also possible, making it possible to optimally control the compression ratio.
第１図は、この発明による可変圧縮比エンジン・の−例
を示す概略図、第２図から第５図は、この発明のそれぞ
れ異なる実施例の要部のみを示す図である。
ｌ 形状記憶合金、２・・シリンダブロック、３−・・
庇、４ クランクケース、５，６ ホ゛ル１−．７ ノ
’Ｊンダヘノド、８・ピストン、９ 燃焼室、１″０
冷却水、１１ ヒータ。゛形１
（ハ）
ｌ′Ｆ）。
（Ａ） ｒｆ３＞
（菌
（Ｂ）
２ば
（Ｃ，＞ （Ｄ）FIG. 1 is a schematic diagram showing an example of a variable compression ratio engine according to the invention, and FIGS. 2 to 5 are diagrams showing only essential parts of different embodiments of the invention. l Shape memory alloy, 2... cylinder block, 3-...
Eaves, 4 Crankcase, 5, 6 Wheels 1-. 7 No'J head, 8 Piston, 9 Combustion chamber, 1″0
Cooling water, 11 heater.゛Form 1 (c) l'F). (A) rf3> (Bacteria (B) 2ba (C,> (D)
Claims (1)
ドとの間を、シリンダ軸方向に特定温度の低温側で縮み
、高温側で伸びるように形状記憶させた形状記憶合金に
よって接合したことを特徴とする可変圧縮比エンジン。A variable compression ratio engine characterized in that the cylinder block and the crankcase or cylinder head are joined in the axial direction of the cylinder by a shape memory alloy that contracts at a specific temperature on the low temperature side and expands on the high temperature side. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13048183A JPS6022030A (en) | 1983-07-18 | 1983-07-18 | Variable compression ratio engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13048183A JPS6022030A (en) | 1983-07-18 | 1983-07-18 | Variable compression ratio engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6022030A true JPS6022030A (en) | 1985-02-04 |
Family
ID=15035282
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13048183A Pending JPS6022030A (en) | 1983-07-18 | 1983-07-18 | Variable compression ratio engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6022030A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5025757A (en) * | 1990-09-13 | 1991-06-25 | Larsen Gregory J | Reciprocating piston engine with a varying compression ratio |
| US5443043A (en) * | 1990-12-03 | 1995-08-22 | Saab Automobile Aktiebolag | Internal combustion engine with variable compression, provided with reinforcements of the crankcase section |
| JP2007332796A (en) * | 2006-06-12 | 2007-12-27 | Toyota Motor Corp | Internal combustion engine with variable compression ratio, and method of discharging cooling water of internal combustion engine with variable compression ratio |
| DE102007040699A1 (en) | 2007-08-29 | 2009-03-05 | Robert Bosch Gmbh | Reciprocating-piston internal combustion engine e.g. petrol engine, for use in e.g. passenger car, has magnetic field generating device generating variable magnetic field which appears at actuator so that compression ratio is adjusted |
| DE102007040700A1 (en) | 2007-08-29 | 2009-03-05 | Robert Bosch Gmbh | Reciprocating piston internal combustion engine for use in vehicles, has reciprocating piston is provided, where actuator is executed by adjusting compression ratio using translatory motion |
| US20120210984A1 (en) * | 2009-10-08 | 2012-08-23 | Thomas Stolk | Internal combustion engine |
| WO2014010018A1 (en) | 2012-07-09 | 2014-01-16 | トヨタ自動車株式会社 | Internal combustion engine |
| JP2014152652A (en) * | 2013-02-06 | 2014-08-25 | Toyota Motor Corp | Internal combustion engine |
-
1983
- 1983-07-18 JP JP13048183A patent/JPS6022030A/en active Pending
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5025757A (en) * | 1990-09-13 | 1991-06-25 | Larsen Gregory J | Reciprocating piston engine with a varying compression ratio |
| US5443043A (en) * | 1990-12-03 | 1995-08-22 | Saab Automobile Aktiebolag | Internal combustion engine with variable compression, provided with reinforcements of the crankcase section |
| JP2007332796A (en) * | 2006-06-12 | 2007-12-27 | Toyota Motor Corp | Internal combustion engine with variable compression ratio, and method of discharging cooling water of internal combustion engine with variable compression ratio |
| KR101048566B1 (en) | 2006-06-12 | 2011-07-11 | 도요타지도샤가부시키가이샤 | Cooling water discharge method of a variable compression ratio internal combustion engine and a variable compression ratio internal combustion engine |
| US8820273B2 (en) | 2006-06-12 | 2014-09-02 | Toyota Jidosha Kabushiki Kaisha | Variable compression ratio internal combustion engine and method for discharging coolant from variable compression ratio internal combustion engine |
| DE102007040699A1 (en) | 2007-08-29 | 2009-03-05 | Robert Bosch Gmbh | Reciprocating-piston internal combustion engine e.g. petrol engine, for use in e.g. passenger car, has magnetic field generating device generating variable magnetic field which appears at actuator so that compression ratio is adjusted |
| DE102007040700A1 (en) | 2007-08-29 | 2009-03-05 | Robert Bosch Gmbh | Reciprocating piston internal combustion engine for use in vehicles, has reciprocating piston is provided, where actuator is executed by adjusting compression ratio using translatory motion |
| US20120210984A1 (en) * | 2009-10-08 | 2012-08-23 | Thomas Stolk | Internal combustion engine |
| US8474420B2 (en) * | 2009-10-08 | 2013-07-02 | Daimler Ag | Variable compression ratio internal combustion engine with displaceable cylinder head and cylinder housing |
| WO2014010018A1 (en) | 2012-07-09 | 2014-01-16 | トヨタ自動車株式会社 | Internal combustion engine |
| US9410489B2 (en) | 2012-07-09 | 2016-08-09 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| JP2014152652A (en) * | 2013-02-06 | 2014-08-25 | Toyota Motor Corp | Internal combustion engine |
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