JPS6054490B2 - Internal combustion engine with variable compression ratio - Google Patents
Internal combustion engine with variable compression ratioInfo
- Publication number
- JPS6054490B2 JPS6054490B2 JP9713877A JP9713877A JPS6054490B2 JP S6054490 B2 JPS6054490 B2 JP S6054490B2 JP 9713877 A JP9713877 A JP 9713877A JP 9713877 A JP9713877 A JP 9713877A JP S6054490 B2 JPS6054490 B2 JP S6054490B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- piston rod
- hole
- piston
- 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.)
- Expired
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- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【発明の詳細な説明】
本発明は機関の運転状態に応じて該機関の圧縮比を変
化させ燃費の向上を図つ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 that improves fuel efficiency by changing the compression ratio of the engine depending on the operating state of the engine.
従来、内燃機関においては、その圧縮比を上げると燃
費率が大巾に向上することが知られている （米国自動
車技術会発行ＳＡＥペーパー第７７０１１４号参照）。Conventionally, it has been known that increasing the compression ratio of an internal combustion engine significantly improves the fuel efficiency (see SAE Paper No. 770114 published by the Society of Automotive Engineers of America).
例えばディーゼル機関の低中負荷時の燃費率が良好な原
因はこの圧縮比が高いことによる。しかし、ガソリン機
関では大部分がガソリンと空気との予混合気を使うエン
ジンであるため、圧縮比を上げると、低負荷運転では燃
費が向上するが、負荷が増大すると必ずといつてよい程
ノッキングが生じ、燃費の改善どころではない。この場
合、ノッキング防止の為点火時期を遅らせると、燃費は
極めて悪化する。以上のように、圧縮比を上げることは
低負荷での燃費が向上されるのにも拘らず実用的でなく
、従来、普通オクタン価のガソリンでは圧縮比が９』位
が限度であつた。 本発明は上記に鑑みなされたもので
その目的とするところは、機関運転状態に応じて機関圧
縮比を、しかも簡単な構成て自動的に変化させることに
より、ノッキング等が生じることなく燃費を大巾に向上
することができる実用的価値の高い内燃機関を提供する
ことにある。即ち、機関の低、中負荷時には圧縮比を高
くして燃費の向上を図り、高負荷時には圧縮比を下げて
ノッキングを防止するように機関を構成したものである
。 以下、図面に示す実施例により本発明を説明する。For example, the reason why a diesel engine has a good fuel efficiency at low and medium loads is due to its high compression ratio. However, most gasoline engines use a premixed mixture of gasoline and air, so increasing the compression ratio improves fuel efficiency during low-load operation, but as the load increases, knocking occurs to a considerable degree. occurs, and there is no improvement in fuel efficiency. In this case, if the ignition timing is delayed to prevent knocking, fuel efficiency will deteriorate significantly. As described above, although increasing the compression ratio improves fuel efficiency under low loads, it is not practical, and conventionally, the compression ratio has been limited to about 9'' for normal octane gasoline. The present invention has been made in view of the above, and its purpose is to automatically change the engine compression ratio according to the engine operating condition with a simple configuration, thereby greatly reducing fuel consumption without causing knocking or the like. The object of the present invention is to provide an internal combustion engine with high practical value that can be significantly improved. That is, the engine is configured so that when the engine is under low or medium load, the compression ratio is increased to improve fuel efficiency, and when the engine is under high load, the compression ratio is lowered to prevent knocking. The present invention will be explained below with reference to embodiments shown in the drawings.
第１図は本実施例の内燃機関の燃焼室を下方から見た
図であり、第２図はその■−■線断面図、第３図は第２
図の■−■線断面図を示す。Fig. 1 is a view of the combustion chamber of the internal combustion engine of this embodiment as seen from below, Fig. 2 is a sectional view taken along the line ■-■, and Fig. 3 is a
A sectional view taken along the line ■-■ in the figure is shown.
これらの図において、１はシリンダブ七ツク、２はシリ
ンダヘツド、３はピストンであり、燃焼室４はこれらの
シリンダブロック１、シリンダヘッド２及ひピストン３
により画成される。また、５は吸気弁、６は排気弁、７
は点火栓である。そして本発明にあつては、更に燃焼室
４に開口するシリンダ孔８をシリンダヘッド２に開設し
、このシリンダ孔８内に燃焼室容積可変用のピストン（
以下、可変用ピストンという）９を挿入する。可変用ピ
ストン９にもうけたシールリング１０が、シリンダ孔８
内面に、可変用ピストンの燃焼室方向への最大移動量を
規制するためのストッパとして形成した段部１１に、衝
接することにより最下限位置が規制され、このとき可変
用ピストン９の下面９ａはピストン３の上面との間でス
キツシユ域を形成するような位置、つまりシリンダヘッ
ド２の下面と同一平面となる位置に定められる。また可
変用ピストン９はその上面９ｂが、シリンダ孔８内上部
に螺合されたガイド部材１２の可変用ピストンの燃焼室
方向への最小移動量を規制するためのストッパとしての
下面１２ａに、当接することによりその最上限位置が規
制され、このとき可変用ピストン９の下面９ａは燃焼室
４の最上面位置近傍に位置するようになつている（第４
図参照）。前記可変用ピストン９の上面９ｂにはピスト
ンロッド１３が上方に突設され、ガイド部材１２の中心
に穿たれたロッド案内孔１４内に挿通して配設される。
該ピストンロッド１３の長さは、可変用ピストン９の最
下限位においてピストンロッド１３上端がガイド部材１
２の切欠溝１５下面と略同一平面上となるような長さと
される。一方、可変用−ピストン９の最上限位置近傍に
おいてピストンロッド１３には、該切欠溝１５に一致す
る位置の両側に細径部１３ａが形成されている。１６は
可変用ピストン９を下方に付勢するようガイド部材１２
と可変用ピストン９との間に介装された圧縮コ．イルば
ね、また、１７はガイド部材１２に貫通されたオイル孔
である。In these figures, 1 is a cylinder block, 2 is a cylinder head, and 3 is a piston, and the combustion chamber 4 is composed of these cylinder block 1, cylinder head 2, and piston 3.
defined by. Also, 5 is an intake valve, 6 is an exhaust valve, 7
is a spark plug. In the present invention, a cylinder hole 8 that opens into the combustion chamber 4 is further provided in the cylinder head 2, and a piston for varying the volume of the combustion chamber (
(hereinafter referred to as variable piston) 9. The seal ring 10 provided on the variable piston 9 is connected to the cylinder hole 8.
The lowermost position is regulated by colliding with a step 11 formed on the inner surface as a stopper for regulating the maximum amount of movement of the variable piston in the direction of the combustion chamber, and at this time, the lower surface 9a of the variable piston 9 It is set at a position that forms a squeezing area with the upper surface of the piston 3, that is, at a position that is flush with the lower surface of the cylinder head 2. Further, the upper surface 9b of the variable piston 9 is in contact with the lower surface 12a, which serves as a stopper for regulating the minimum amount of movement of the variable piston in the direction of the combustion chamber of the guide member 12 screwed into the inner upper part of the cylinder hole 8. The uppermost position of the variable piston 9 is regulated by the contact, and at this time, the lower surface 9a of the variable piston 9 is located near the uppermost surface position of the combustion chamber 4 (the fourth
(see figure). A piston rod 13 is provided to protrude upward from the upper surface 9b of the variable piston 9, and is inserted into a rod guide hole 14 bored in the center of the guide member 12.
The length of the piston rod 13 is such that the upper end of the piston rod 13 touches the guide member 1 at the lowest position of the variable piston 9.
The length is such that it is substantially on the same plane as the lower surface of the notch groove 15 of No. 2. On the other hand, in the vicinity of the uppermost position of the variable piston 9, the piston rod 13 is formed with narrow diameter portions 13a on both sides of the position corresponding to the notch groove 15. Reference numeral 16 denotes a guide member 12 to urge the variable piston 9 downward.
and the variable piston 9. 17 is an oil hole penetrated through the guide member 12.
ガイド部材１２の切欠溝１５内には電磁ソレノイド１８
により前後進位置に夫々移動される係止板１９が介装さ
れる。電磁ソレノイド１８は通電されたときにはばね２
０力に−抗して係止板１９を後退位置（第２図のような
右方位置）に規制し、通電が遮断されたときには係止板
１９をばね２０力により前進位置（図の左方）に移動す
るようになつている。係止板１９にはピストンロッド１
３の挿通可能な孔１９ａ及びピストンロッド１３の細径
部１３ａに係合可能な長孔１９ｂが並設され鍵孔状にな
つている。電磁ソレノイド１８には図外の信号源が接続
されており、この信号源からの信号に基づいて通電励磁
されるようになつている。信号源は機関の運転状態、特
に負荷の状態を検出するもので、機関吸気圧、紋弁開度
、吸入空気量、ベンチユリ負圧、機関回転数と前記いず
れかとの組合せ、またはこれらの組』合せ、更にこれら
と点火時期及び／又は排気還流量との組合せを夫々検出
して検出信号を発するものが考えられる。以上の構成に
なる本実施例の内燃機関にあつては、第２，３図の如く
、係止板１９が後退位置にあつてピストンロッド１３の
上端を係止している状態では、可変用ピストン９は最下
限位置、換言すれは燃焼室４内の突出した位置にあり、
燃焼室４の容積を小さくして圧縮比を大としているので
ある。An electromagnetic solenoid 18 is located in the notch groove 15 of the guide member 12.
A locking plate 19 is interposed which is moved to the forward and backward movement positions respectively. When the electromagnetic solenoid 18 is energized, the spring 2
The locking plate 19 is regulated to the backward position (rightward position as shown in Figure 2) against zero force, and when the current is cut off, the locking plate 19 is moved to the forward position (leftward position in the figure) by the force of the spring 20. They are starting to move towards the other direction. The piston rod 1 is attached to the locking plate 19.
A hole 19a through which the piston rod 13 can be inserted and a long hole 19b which can be engaged with the narrow diameter portion 13a of the piston rod 13 are arranged in parallel to form a keyhole shape. A signal source (not shown) is connected to the electromagnetic solenoid 18, and is energized and excited based on a signal from this signal source. The signal source detects the operating state of the engine, especially the load state, and includes engine intake pressure, valve opening, intake air volume, vent lily negative pressure, engine speed and a combination of any of the above, or a combination thereof. It is conceivable to detect a combination of these and the ignition timing and/or the exhaust gas recirculation amount, respectively, and generate a detection signal. In the internal combustion engine of this embodiment having the above configuration, when the locking plate 19 is in the retracted position and locking the upper end of the piston rod 13, as shown in FIGS. The piston 9 is at the lowest position, in other words at a protruding position within the combustion chamber 4,
The compression ratio is increased by reducing the volume of the combustion chamber 4.
即ち、この状態は信号源による低、中負荷検出信号に基
づいて電磁ソレノイド１８が通電され、係止板１９は後
退位置に維持されているのであつて、可変用ピストン９
はピストンロッド１３上端と係止板１９との当接により
上動が係止され、またシールリング１０と段部１１との
衝接によりその下動が係止されるのである。従つて、低
、中負荷時における圧縮比を大とし、燃費の向上が図れ
るのである。機関が高負荷運転になると信号源からの信
号が遮断されて電磁ソレノイド１８への通電が停止され
、これより係止板１９はばね２０力により第５図の如く
左方へ前進する。That is, in this state, the electromagnetic solenoid 18 is energized based on the low/medium load detection signal from the signal source, the locking plate 19 is maintained in the retracted position, and the variable piston 9
The upward movement of the piston rod 13 is stopped by the contact between the upper end of the piston rod 13 and the locking plate 19, and the downward movement of the piston rod 13 is stopped by the collision between the seal ring 10 and the stepped portion 11. Therefore, it is possible to increase the compression ratio during low and medium loads and improve fuel efficiency. When the engine is operated under high load, the signal from the signal source is cut off and the energization to the electromagnetic solenoid 18 is stopped, and the locking plate 19 is then moved forward to the left by the force of the spring 20 as shown in FIG.
この前進作用により、先ず孔１９ａがピストンロッド１
３に対応する位置に致来ると、ピストンロッド１３ａが
孔１９ａ内に進入し、燃焼室１４における圧縮力により
可変用ピストン９は上動し、その最上位置、即ち燃焼室
４からの退入位置において細径部１３ａに係止板１９の
長孔１９ｂが係止する。これにより可変用ピストン９は
第４図に示す様に退入位置においてその上下動が係止さ
れ、燃焼室４の容積を大（従前の燃焼室容積に等しい容
積）に保つのである。これにより高負荷時の圧縮比を小
とし、ノッキングを防止することができるのである。こ
のときスキツシユが弱まるから充填効率の低下はなく、
最大出力の低下もない。再び機関が低、中負荷運転とな
つて電磁ソレノイド１８が励磁されると、係止板１９は
後退され、細径部１３ａと長孔１９ｂとの係合を解除し
、次いで燃焼室４の吸気圧及びばね１６力により可変用
ピストン９が下動するのを持つて更に係止板１９が後退
し、第２図の状態となる。Due to this forward movement, the hole 19a first opens into the piston rod 1.
3, the piston rod 13a enters the hole 19a, and the compression force in the combustion chamber 14 causes the variable piston 9 to move upward until it reaches its uppermost position, that is, the retracted position from the combustion chamber 4. The elongated hole 19b of the locking plate 19 locks into the narrow diameter portion 13a. As a result, the variable piston 9 is stopped from moving up and down at the retracted position, as shown in FIG. 4, and the volume of the combustion chamber 4 is kept large (equal to the previous combustion chamber volume). This makes it possible to reduce the compression ratio during high loads and prevent knocking. At this time, the squishing is weakened, so there is no decrease in filling efficiency.
There is no decrease in maximum output. When the engine is operated at a low or medium load again and the electromagnetic solenoid 18 is energized, the locking plate 19 is retracted to release the engagement between the narrow diameter portion 13a and the elongated hole 19b, and then the suction of the combustion chamber 4 is released. As the variable piston 9 moves downward due to the atmospheric pressure and the force of the spring 16, the locking plate 19 further retreats, resulting in the state shown in FIG. 2.
尚、可変用ピストン９が突出した状態では、第１図に示
すスキツシユ域Ｓに加えて可変用ピストン９部もスキツ
シユ域となるため、低、中負荷時における室内のガス流
動を増長しかつ稀薄混合気の燃焼を可能として燃焼性を
向上することができる。In addition, when the variable piston 9 is in a protruding state, in addition to the squeezing area S shown in FIG. It is possible to improve the combustibility by making it possible to combust the air-fuel mixture.
また、可変用ピストン９の冷却は図外のオイルポンプか
らオイル孔１７を通つて可変用ピストン９上面部に供給
されるオイルによつて行なう。第６図及び第７図は他の
実施例を示し、第６図は燃焼室下面図、第７図は断面図
ある。図中、前記実施例と同一部分には同一符号を付し
てある。本実施例が前記実施例と主に異な点は、スキッ
シユを強めかつ掃気効率を良くするため可変用ピストン
９Ａの上下移動位置を特定したことにある。即ち、可変
用ピストン９Ａの下面は、その突出時には吸気弁５及ひ
吸気弁５を含む近傍の燃焼室４内壁面２ａと略同一平面
上に位置するようになし、また退入時には排気弁６と同
一平面若しくはそれよりも下方に位置するようになした
のてある。この構成により、可変用ピストン９Ａがいず
れの状態にあつても掃気効率は向上され、また可変用ピ
ストン９Ａの下動状態におけるスキツシユ域Ｓ″を第６
図の如くして抵、中負荷運転時のガス流動の増長を図り
、燃焼性の改善を図ることができる。またオイル孔２１
，２２をガイド部材１２に２個設けると共に、中一方の
オイル孔２２に連通するオイル孔２３をピストンロッド
１３に形成し、更に可変用ピストン９Ａ内部に空所２４
を形成してオイルが流通てきるように構成する。オイー
ルはオイル孔２２−オイル孔２３一空所２４−オイル孔
２１と流れ、可変用ピストン９Ａをより効果的に冷却す
ることができる。オイルポンプとの間にオイルクーラを
介装するようにしてもよい。尚、２５はガイド部材１２
をシリンダヘッド２に固着するためのねじ、１９は係止
板、１６はばねであつて前例と同様であり、かつ機関圧
縮比を運転状態に応じて変化させることも前述の通りで
ある。以上要するに本発明の内燃機関は、シリンダヘッ
ドに形成された燃焼室に開口するシリンダ孔と、該シリ
ンダ孔に嵌挿されシリンダヘッド内壁の一部を構成する
燃焼室容積可変用ピストンと、該可変用ピストンの燃焼
室側と反対側に固定されたピストンロッドと、前記可変
用ピストンの燃焼室方向への最大及び最小移動量を規制
するために前記シリンダ孔に設けられたストッパと、前
記可変用ピストンを燃焼室方向へ常に押圧する前記シ″
リング孔内に設けられた圧縮コイルばねと、前記ピスト
ンロッドの途中に設けられた細径部と、前記ピストンロ
ッドの端部と直交して配置された係止板と、該係止板に
設けられ前記ピストンロッドの挿通可能な孔及び前記ピ
ストンロッドの細径部と係合可能な長孔からなる鍵状孔
と、機関負荷に応じて前記係止板を移動させる電磁ソレ
ノイドとを有する構成としたので、機関の低中負荷時に
は、前記鍵状孔と前記ピストンロッドの細径部との係合
をはずして、燃焼室容積可変用ピストンをばね力により
燃焼室方向へ突出させて、燃焼室容積を小さくして圧縮
比を大にする一方、機関の高負荷時には、燃焼室におけ
る圧縮力により可変用ピストンを退入させ、前記鍵状孔
と前記ピストンロッドの細径部とを係合させて可変用ピ
ストンを退入した位置に保ち、燃焼室容積を大きくして
圧縮比を小に５することができ、低中負荷時の燃費率を
大巾に向上することができると共に、高負荷時における
ノッキングを防止することができ、総合的に良好な燃費
率で、しかも簡単な構成であるという実用的価値の高い
機関を得ることができるのである。The variable piston 9 is cooled by oil supplied to the upper surface of the variable piston 9 through an oil hole 17 from an oil pump (not shown). FIGS. 6 and 7 show other embodiments, with FIG. 6 being a bottom view of the combustion chamber and FIG. 7 being a sectional view. In the figure, parts that are the same as those in the embodiment described above are designated by the same reference numerals. The main difference between this embodiment and the previous embodiment is that the vertical movement position of the variable piston 9A is specified in order to strengthen the squish and improve the scavenging efficiency. That is, the lower surface of the variable piston 9A is positioned approximately on the same plane as the intake valve 5 and the inner wall surface 2a of the nearby combustion chamber 4 including the intake valve 5 when the variable piston 9A protrudes, and when retracted, the lower surface of the variable piston 9A is positioned on the same plane as the intake valve 5 and the inner wall surface 2a of the nearby combustion chamber 4 including the intake valve 5. It is placed on the same plane as or below it. With this configuration, the scavenging efficiency is improved no matter which state the variable piston 9A is in, and the squishing area S'' in the downward movement state of the variable piston 9A is
As shown in the figure, it is possible to increase gas flow during medium load operation and improve combustibility. Also oil hole 21
.
It is configured so that oil can flow through it. The oil flows from the oil hole 22 to the oil hole 23 to the cavity 24 to the oil hole 21, and the variable piston 9A can be cooled more effectively. An oil cooler may be interposed between the oil pump and the oil pump. In addition, 25 is the guide member 12
The screws for fixing the engine to the cylinder head 2, the locking plate 19, and the spring 16 are the same as in the previous example, and the engine compression ratio is changed according to the operating conditions as described above. In summary, the internal combustion engine of the present invention has a cylinder hole that opens into a combustion chamber formed in a cylinder head, a combustion chamber volume variable piston that is fitted into the cylinder hole and forms a part of the inner wall of the cylinder head, and a cylinder hole that opens into a combustion chamber. a piston rod fixed to a side opposite to the combustion chamber side of the variable piston, a stopper provided in the cylinder hole for regulating the maximum and minimum movement of the variable piston in the direction of the combustion chamber, and The cylinder that constantly presses the piston toward the combustion chamber
A compression coil spring provided in the ring hole, a narrow diameter portion provided in the middle of the piston rod, a locking plate disposed perpendicular to the end of the piston rod, and a locking plate provided on the locking plate. a key-shaped hole consisting of a hole through which the piston rod can be inserted and a long hole that can be engaged with a narrow diameter portion of the piston rod; and an electromagnetic solenoid that moves the locking plate in accordance with engine load. Therefore, when the engine is under low to medium load, the key-shaped hole is disengaged from the narrow diameter part of the piston rod, and the piston for varying the combustion chamber volume is projected toward the combustion chamber by the spring force. While reducing the volume and increasing the compression ratio, when the engine is under high load, the compression force in the combustion chamber causes the variable piston to retract and engage the key-shaped hole and the narrow diameter portion of the piston rod. By keeping the variable piston in the retracted position, the combustion chamber volume can be increased and the compression ratio can be reduced to 5. This makes it possible to obtain an engine with high practical value, which can prevent knocking during engine operation, has an overall good fuel efficiency rate, and has a simple configuration.
第１図は本発明の内燃機関の燃焼室下面図、第２図は第
１図■−■線に沿う断面図、第３図は第２図■−■線に
沿う断面図、第４図及び第５図は作用を説明するための
図で夫々第２図、第３図と同様の図、第６図は他の実施
例における燃焼室下面図、第７図は第６図の■−■線に
沿う断面図である。
１・・・・・シリンダブロック、２・・・・・シリンダ
ヘッド、４・・・・・・燃焼室、５・・・・・・吸気弁
、６・・・・・・排気弁、９，９Ａ・・・・・・可変用
ピストン、１２・・・・・ガイド部材、１３・・・・・
ゼストンロツド、１８・・・・・・電磁ソレノイド、１
９・・・・・・係止板。Fig. 1 is a bottom view of the combustion chamber of the internal combustion engine of the present invention, Fig. 2 is a cross-sectional view taken along line ■-■ in Fig. 1, Fig. 3 is a cross-sectional view taken along line ■-■ in Fig. 2, and Fig. 4 is a cross-sectional view taken along line ■-■ in Fig. 2. and FIG. 5 are diagrams for explaining the operation, and are similar to FIGS. 2 and 3, respectively, FIG. 6 is a bottom view of the combustion chamber in another embodiment, and FIG. ■It is a sectional view along the line. 1...Cylinder block, 2...Cylinder head, 4...Combustion chamber, 5...Intake valve, 6...Exhaust valve, 9, 9A...Variable piston, 12...Guide member, 13...
Zeston rod, 18... Electromagnetic solenoid, 1
9...Latching plate.
Claims (1)
ンダ孔と、該シリンダ孔に嵌挿されシリンダヘッド内壁
の一部を構成する燃焼室容積可変用ピストンと、該可変
用ピストンの燃焼室側と反対側に固定されたピストンロ
ッドと、前記可変用ピストンの燃焼室方向への最大及び
最小移動量を規制するために前記シリンダ孔に設けられ
たストッパと、前記可変用ピストンを燃焼室方向へ常に
押圧する前記シリンダ孔内に設けられた圧縮コイルばね
と、前記ピストンロッドの途中に設けられた細径部と、
前記ピストンロッドの端部と直交して配置された係止板
と、該係止板に設けられ前記ピストンロッドの挿通可能
な孔及び前記ピストンロッドの細径部と係合可能な長孔
からなる鍵状孔と、機関負荷に応じて前記係止板を移動
させる電磁ソレノイドとを設け、機関高負荷時には前記
鍵状孔と前記ピストンロッドの細径部とを係合させて燃
焼室容積を大きくし、機関低中負荷時には前記鍵状孔と
前記ピストンロッドの細径部との係合をはずして燃焼室
容積を小さくしたことを特徴とする圧縮比可変型の内燃
機関。1. A cylinder hole that opens into a combustion chamber formed in the cylinder head, a combustion chamber volume variable piston that is fitted into the cylinder hole and forms part of the inner wall of the cylinder head, and a cylinder that is opposite to the combustion chamber side of the variable piston. A piston rod fixed to the side, a stopper provided in the cylinder hole for regulating the maximum and minimum movement of the variable piston toward the combustion chamber, and a stopper that constantly presses the variable piston toward the combustion chamber. a compression coil spring provided in the cylinder hole; a narrow diameter portion provided in the middle of the piston rod;
A locking plate arranged perpendicular to the end of the piston rod, a hole provided in the locking plate through which the piston rod can be inserted, and a long hole that can be engaged with the narrow diameter portion of the piston rod. A key-shaped hole and an electromagnetic solenoid that moves the locking plate according to the engine load are provided, and when the engine is under high load, the key-shaped hole and the narrow diameter portion of the piston rod are engaged to increase the volume of the combustion chamber. A variable compression ratio internal combustion engine, characterized in that, when the engine is under low to medium load, the key-shaped hole and the narrow diameter portion of the piston rod are disengaged to reduce the volume of the combustion chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9713877A JPS6054490B2 (en) | 1977-08-12 | 1977-08-12 | Internal combustion engine with variable compression ratio |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9713877A JPS6054490B2 (en) | 1977-08-12 | 1977-08-12 | Internal combustion engine with variable compression ratio |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5431820A JPS5431820A (en) | 1979-03-08 |
| JPS6054490B2 true JPS6054490B2 (en) | 1985-11-30 |
Family
ID=14184197
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9713877A Expired JPS6054490B2 (en) | 1977-08-12 | 1977-08-12 | Internal combustion engine with variable compression ratio |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6054490B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61188707U (en) * | 1985-05-20 | 1986-11-25 |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5825637U (en) * | 1981-08-14 | 1983-02-18 | トヨタ自動車株式会社 | Variable compression ratio mechanism for internal combustion engines |
| US4543916A (en) * | 1983-11-25 | 1985-10-01 | Giorno Vincent L | Induced controlled detonation internal combustion engine |
| US4890585A (en) * | 1988-11-28 | 1990-01-02 | General Electric Company | Internal combustion engine with valve |
-
1977
- 1977-08-12 JP JP9713877A patent/JPS6054490B2/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61188707U (en) * | 1985-05-20 | 1986-11-25 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5431820A (en) | 1979-03-08 |
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