JPS6341647A - Piston for diesel engine - Google Patents
Piston for diesel engineInfo
- Publication number
- JPS6341647A JPS6341647A JP18738186A JP18738186A JPS6341647A JP S6341647 A JPS6341647 A JP S6341647A JP 18738186 A JP18738186 A JP 18738186A JP 18738186 A JP18738186 A JP 18738186A JP S6341647 A JPS6341647 A JP S6341647A
- Authority
- JP
- Japan
- Prior art keywords
- skirt
- head
- piston
- engaging pieces
- engagement piece
- 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
- 239000000463 material Substances 0.000 claims abstract description 11
- 230000008878 coupling Effects 0.000 claims description 11
- 238000010168 coupling process Methods 0.000 claims description 11
- 238000005859 coupling reaction Methods 0.000 claims description 11
- 238000003780 insertion Methods 0.000 claims description 11
- 230000037431 insertion Effects 0.000 claims description 11
- 230000006835 compression Effects 0.000 abstract description 15
- 238000007906 compression Methods 0.000 abstract description 15
- 230000008859 change Effects 0.000 abstract description 2
- 239000000446 fuel Substances 0.000 description 4
- 230000009471 action Effects 0.000 description 2
- 230000008602 contraction Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 235000019645 odor Nutrition 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 229920001875 Ebonite Polymers 0.000 description 1
- PEDCQBHIVMGVHV-UHFFFAOYSA-N Glycerine Chemical compound OCC(O)CO PEDCQBHIVMGVHV-UHFFFAOYSA-N 0.000 description 1
- RRHGJUQNOFWUDK-UHFFFAOYSA-N Isoprene Chemical compound CC(=C)C=C RRHGJUQNOFWUDK-UHFFFAOYSA-N 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 125000001475 halogen functional group Chemical group 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 231100000241 scar Toxicity 0.000 description 1
- 229910001285 shape-memory alloy Inorganic materials 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/0015—Multi-part pistons
- F02F3/003—Multi-part pistons the parts being connected by casting, brazing, welding or clamping
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2251/00—Material properties
- F05C2251/04—Thermal properties
- F05C2251/042—Expansivity
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、主として車両に搭載されるディーゼルエンジ
ンのピストンに関する
（従来の技術）
従来、ディーゼルエンジンのピストンとしては、−株式
のほか、ヘッド部とスカート部とを別体に形成し、これ
をボルトによって結合した分割式のものが知られている
が、そのいずれにおいても−上死点におけるシリンダ頂
面とシリンダヘッドとの間の隙間は原則として一定であ
り、従って圧縮比も一定となっている。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a piston for a diesel engine mainly installed in a vehicle (prior art) Conventionally, as a piston for a diesel engine, in addition to a stock, a piston for a head part is used. A split type is known in which the skirt and the skirt are formed separately and are connected with bolts, but in any of these, the gap between the top of the cylinder and the cylinder head at top dead center is, as a general rule, Therefore, the compression ratio is also constant.
（発明が解決しようとり−る問題点）
一般に、ディーゼルエンジンにおける圧縮比は二［ンジ
ンｆ１能を左右１るΦ要な因子である。そしで、低ｎ−
縮比では出力及び燃費が良好Ｃある反面、低温状態での
始動性、白煙、刺激臭等が悪化し、一方、高圧縮比では
低温時の始動性等が改善される反面、出力及び燃費が悪
化するものである。Ｊなわち、出力ど低温始動性どは相
反Ｊる関係にあることから、最適な圧縮比を決定するこ
とは仲々困難である。また、定常運転状態でのピストン
は、高熱を受番ブで軸方向に熱膨服し、ピストンピン孔
の中心からピストン頂面までの距離が長くなるので、十
死点にお【）るピストン頂面どシリンダヘッドとの間の
間隔が熱膨張前に比べて小さくなり、その分圧縮化を高
めてしまうことになる。その結果、出力及び燃費を悪化
さぼることになるので、このような熱ＷＪ３服による影
響をも考慮した土で実際の圧縮比を設定したどき（，１
、低温始動時の問題がさらに顕著になるという欠点があ
った。(Problems to be Solved by the Invention) Generally, the compression ratio in a diesel engine is an important factor that influences the engine f1 performance. Then, low n-
Although compression ratios have good output and fuel efficiency, startability at low temperatures, white smoke, and irritating odors deteriorate, while high compression ratios improve startability at low temperatures, but have poor output and fuel efficiency. is worsened. In other words, it is difficult to determine the optimum compression ratio since output, low temperature startability, etc. are in a contradictory relationship. In addition, during steady operation, the piston expands in the axial direction due to high heat and the distance from the center of the piston pin hole to the top surface of the piston increases, causing the piston to reach the tenth dead center. The distance between the top surface and the cylinder head becomes smaller than before thermal expansion, which increases compression accordingly. As a result, the output and fuel efficiency will deteriorate, so if the actual compression ratio is set in soil that takes into account the influence of such heat WJ3 (,1
However, there was a drawback that the problem of low-temperature starting became more pronounced.
そこで本発明は、以上の問題に鑑み、ピストンに、圧縮
比可変機能を付加することを、その解決すべき技術的課
題とするものである。In view of the above problems, the technical problem of the present invention is to add a variable compression ratio function to the piston.
（問題点を解決づるための手段）
上記課題解決のための技術的手段は、ディーゼルエンジ
ン用のピストンにおいて、ヘッド部とスカート部とを別
体に形成し、ヘッド部の下面側とスカート部の上面側と
のいずれか−・方にはソケットを形成し、他方にはこの
ソケットに嵌入可能な差込部を形成し、それらソケッｌ
−と差込部とには嵌め込み後の相対回転により亙いに回
り込む形で係合可能な係合片を形成し、ぞれら係合片を
ヘッド部及びメカ−１〜部よりも熱膨脹率の大きい材料
からなる結合部材を介しで結合したことである。(Means for solving the problem) The technical means for solving the above problem is to form the head part and the skirt part separately in a piston for a diesel engine, and to separate the lower surface side of the head part and the skirt part. A socket is formed on either side of the upper surface side, and an insertion part that can be fitted into this socket is formed on the other side, and the socket
- and the insertion part are formed with engaging pieces that can be engaged in a way that goes around further by relative rotation after fitting, and each engaging piece has a coefficient of thermal expansion higher than that of the head part and the mechanism parts -1 to 1. This means that they are connected via a connecting member made of a material with a large diameter.
（作用）
上記のように構成したことにより、エンジンの低温状態
では結合部材が収縮してヘッド部をスカート部から離隔
する方向へ移動させ、高温状態では結合部材が時には膨
張してヘッド部をスカート部側へ引き寄ゼる。すなわち
、ビス１−ン頂面とシリンダヘッドどの間の隙間を、低
温状態では減縮させ、高温状態では拡大させることにＪ
：って圧縮比を変えることができる。(Function) With the above configuration, when the engine is at low temperature, the coupling member contracts and moves the head part away from the skirt part, and at high temperature, the coupling member sometimes expands and moves the head part to the skirt part. I'm drawn to the club side. In other words, the gap between the top surface of the screw 1 and the cylinder head is reduced in low temperature conditions and expanded in high temperature conditions.
: You can change the compression ratio.
（実施例）
以下、本発明の実施例を図面に基づいて具体的に説明す
る３、まず、第１図及び第２図に示す実施例について説
明する。図示のように、ピストン１はヘッド部２とスカ
ート部３とを別体に形成した分割式となっており、ヘッ
ド部２とスカート部３とは孔側に突起側を嵌入回転ηる
ことにより両部材を結合する、いわゆるバヨネット結合
方式によって結合されている。すなわち、ヘッド部２の
下面側には環状の受孔４を右ケるソケット５が形成され
、一方、スカート部３のに面側にはソケット５の受孔４
に嵌入可能な環状の差込部８が形成されている。そして
、第２図（ａ）及び（Ｃ）に示すようにソケット５はそ
の受孔４の開目端部の外周縁に内側に張出す４個の係合
ハロと切欠７とを交互に備え、また差込部８はこれに対
応して先端周縁に外向きに張出す４個の係合片９と切欠
１０とを交互に備えており、それら係合片６，９を切欠
７゜１０に一致さけた状態で差込部８をソケット５の受
孔４に嵌入してからほぼ４５麿回転させることにより、
両係含片６，９を互いに回り込む形Ｃ係合可能としでい
る。なお、両係合片６，９は湾曲された矩形状に形成さ
れている。(Example) Embodiments of the present invention will be specifically described below with reference to the drawings. 3. First, the embodiment shown in FIGS. 1 and 2 will be described. As shown in the figure, the piston 1 is of a split type with a head part 2 and a skirt part 3 formed separately, and the head part 2 and skirt part 3 are separated by fitting the protruding side into the hole side and rotating Both members are connected by a so-called bayonet connection method. That is, a socket 5 is formed on the lower surface side of the head portion 2 to fit the annular receiving hole 4, while a receiving hole 4 of the socket 5 is formed on the side surface of the skirt portion 3.
An annular insertion portion 8 that can be inserted into the housing is formed. As shown in FIGS. 2(a) and 2(C), the socket 5 is provided with four engaging halos and notches 7 that extend inwardly at the outer periphery of the open end of the receiving hole 4, alternately. In addition, the insertion portion 8 is correspondingly provided with four engaging pieces 9 and notches 10 that extend outwardly from the periphery of the distal end thereof, and these engaging pieces 6 and 9 are provided with notches 7° and 10°. By inserting the insertion part 8 into the receiving hole 4 of the socket 5 in a state where it is aligned with the position shown in FIG.
Both engaging pieces 6 and 9 are capable of engaging each other in a circular C shape. Note that both the engaging pieces 6 and 9 are formed into a curved rectangular shape.
また、ソケット５の受孔４内に嵌入された差込部８側の
係合片９とソケット４側の係合片６とは所定の間隔を置
いて対向され、ぞして両係合片６゜９の対向面間には第
２図（ｂ）に示す如く係合片６゜９と同形をなす４個の
結合部材１１が介在され、これによって両係合片６，９
が結合されている。Further, the engaging piece 9 on the insertion part 8 side fitted into the receiving hole 4 of the socket 5 and the engaging piece 6 on the socket 4 side are opposed to each other with a predetermined interval, and both engaging pieces As shown in FIG. 2(b), four connecting members 11 having the same shape as the engaging piece 6°9 are interposed between the opposing surfaces of the engaging piece 6°9, thereby connecting both the engaging pieces 6 and 9.
are combined.
すなわち、結合部材１１ばソケット４側の係合片６と差
込部８側の係合片９に対してそれぞれ接着剤又は溶接に
よって接着され、このことによりヘッド部２とスカート
部３とが一体化されている。That is, the coupling member 11 is adhered to the engagement piece 6 on the socket 4 side and the engagement piece 9 on the insertion part 8 side by adhesive or welding, thereby making the head part 2 and the skirt part 3 integral. has been made into
しかして、各結合部材１１はピストン１のヘッド部２及
びスカート部３の材質よりも熱膨脹率の大ぎい材質、ア
ルミニウム金属、曲鉛、エボナイト樹脂等又は形状記憶
合金から製作されており、結合部月１１の熱膨張によっ
てスカート部３に対づるヘッド部２の位置を変位可能ど
しているａなお、ヘッド部２どスカート部３どの対向面
には熱膨張による干渉を避けるための隙間が形成されて
いる。Therefore, each coupling member 11 is made of a material having a higher coefficient of thermal expansion than the material of the head portion 2 and skirt portion 3 of the piston 1, such as aluminum metal, curved lead, ebonite resin, or a shape memory alloy. The position of the head part 2 relative to the skirt part 3 can be displaced by the thermal expansion of the moon 11.a Furthermore, a gap is formed between the opposing surfaces of the head part 2 and the skirt part 3 to avoid interference due to thermal expansion. has been done.
図中１２は燃焼窄、１３はビス１〜ンリング満、１４は
ビスＩ−ンピン孔Ｃある。。In the figure, 12 is a combustion hole, 13 is a screw I-ring, and 14 is a screw I-pin hole C. .
本実施例は上述のように構成したものであり、従って、
Ｌンジンの停止１一時あるいは始＠ＩＪ直後の低温状態
では、結合部材１１は収縮しており、そのためヘッド部
２がスカート・部３に対して第１図の実線で示づ位置に
ある。そして、この状態ではビス］〜ン損面とシリンダ
ヘッド（図示しない）との間隔が小さく、高圧縮化とな
る。This embodiment is configured as described above, and therefore,
In the cold state immediately after the L engine stops 1 or starts @IJ, the connecting member 11 is contracted, so that the head portion 2 is in the position shown by the solid line in FIG. 1 with respect to the skirt portion 3. In this state, the distance between the screw loss surface and the cylinder head (not shown) is small, resulting in high compression.
一方、エンジンが暖機され、高温状態になると、結合部
材１１がピストン１のヘッド部２及びスカート部３より
も大ぎく熱膨張してヘッド部２をスカート部３側へ引き
寄せるよう作用りる。従って、ヘッド部２は第１図に仮
想線で示すように低温時よりも下側へ変位され、ピスト
ン頂面どシリンダヘッドどの間隔が拡大される結果、低
温時よりも底圧縮化となる。On the other hand, when the engine is warmed up and reaches a high temperature state, the coupling member 11 thermally expands more than the head portion 2 and skirt portion 3 of the piston 1 and acts to draw the head portion 2 toward the skirt portion 3 side. Therefore, as shown by the imaginary line in FIG. 1, the head portion 2 is displaced lower than when the temperature is low, and the distance between the top surface of the piston and the cylinder head is expanded, resulting in more bottom compression than when the temperature is low.
なお、結合部材１１の膨張・収縮によるヘッド部２の変
位量は結合部材１１の材質と厚みの設定により適宜に調
整されるものである。Note that the amount of displacement of the head portion 2 due to expansion and contraction of the coupling member 11 is adjusted as appropriate by setting the material and thickness of the coupling member 11.
つぎに、第３図に示す実施例についＣ説明する。Next, the embodiment shown in FIG. 3 will be explained.
この実施例は、ヘッド部２とスカート部３との結合をボ
ルト１５によって行なったものである。図示のように、
ポル１〜１５はソケット５側の係合片６と結合部材１１
に緩挿されるとともに、先端が差込部８側の係合片９に
締着されており、そしてポル［へ１５の頭部とソケット
側の係合片６との間にはヘッド部２をスカート部３から
間隔する向きに何カする弾性体１６（例えばスプリング
ワッシャ）が介在されでいる。図中１７はボルト１５を
取付【ノるためにスカーｉへ部３に形成した取イ」孔で
ある。なお、ぞの仙の実施例は前述の実施例と同様であ
る。In this embodiment, the head portion 2 and skirt portion 3 are connected by bolts 15. As shown,
Ports 1 to 15 are the engagement piece 6 on the socket 5 side and the coupling member 11
At the same time, the tip is fastened to the engagement piece 9 on the insertion part 8 side, and the head part 2 is inserted between the head of the plug 15 and the engagement piece 6 on the socket side. A number of elastic bodies 16 (for example, spring washers) are interposed in a direction spaced apart from the skirt portion 3. In the figure, reference numeral 17 indicates a hole formed in the scar part 3 for attaching the bolt 15. Note that the embodiment of Zonosen is similar to the embodiment described above.
従って、低温時にお【プる結合部材１１の収縮状態では
弾性体１６の作用によりヘッド部２が上側に押されてい
るが、高温状態では結合部材１１の熱膨張により弾ｔ’
１体１６を圧縮させながらヘッド部２を下側へ変位さぜ
る。ずなわち、低温状態では高圧縮比が得られ、高温状
態では低仕縮比が得られることになる。Therefore, when the connecting member 11 is contracted at a low temperature, the head portion 2 is pushed upward by the action of the elastic body 16, but at a high temperature, the thermal expansion of the connecting member 11 causes an elastic force t'
The head portion 2 is moved downward while compressing the body 16. In other words, a high compression ratio can be obtained in a low temperature state, and a low shrinkage ratio can be obtained in a high temperature state.
つぎに、第４図に示す実施例について説明する。Next, the embodiment shown in FIG. 4 will be described.
この実施例はボルト自体を結合部材としたものである。In this embodiment, the bolt itself is used as the connecting member.
すなわち、ボルト１１はピストン１よりも熱膨張宰の大
きい材質のもので製作されており、そして図示のように
ソケット５側の係合片６と差込部８側の係合片９とに所
定の間隔を保持した状態でボルト１１によって締着結合
したものである。That is, the bolt 11 is made of a material that has a larger thermal expansion than the piston 1, and as shown in the figure, the bolt 11 is made of a material with a larger thermal expansion than the piston 1, and as shown in the figure, the bolt 11 is made of a material with a predetermined fit between the engaging piece 6 on the socket 5 side and the engaging piece 9 on the insertion part 8 side. They are fastened and connected by bolts 11 while maintaining the interval .
従って、ボルト１１の膨張・収縮作用は係合片６゜９と
螺合していない自由状態の中間部分で行なわれ、これに
につてヘッド部２をスカート・部３に対し変位すること
ができる。Therefore, the expansion and contraction action of the bolt 11 is performed at the free intermediate portion which is not screwed into the engagement piece 6°9, and the head portion 2 can be displaced relative to the skirt portion 3. .
なお、図示の実施例においてはソケツ１〜５をヘッド部
２に形成し、差込部８をスカート部３に形成したが、こ
れを逆の関係Ｃ設けても差支えなく、また係合片６，９
の個数についても適宜増減可能である。In the illustrated embodiment, the sockets 1 to 5 are formed in the head part 2 and the insertion part 8 is formed in the skirt part 3, but it is also possible to provide the sockets 1 to 5 in the opposite relationship C. ,9
The number can also be increased or decreased as appropriate.
（発明の効果）
以上詳述したにうに、本発明によれば、エンジンの低温
始動時には高圧縮比で、また高’Ｑ＋ Ｄｉには ゛
低圧縮比で運転することができるので、低温始動性が良
化され、白煙ならびに刺激臭が低減されるとともに、出
力の向上と燃費の低減が図られることとなり、エンジン
性能を向上する上できわめて有効である。(Effects of the Invention) As detailed above, according to the present invention, the engine can be operated at a high compression ratio when starting at a low temperature, and at a low compression ratio at high Q+ Di, thereby improving cold startability. This improves engine performance, reduces white smoke and pungent odors, improves output and reduces fuel consumption, and is extremely effective in improving engine performance.
第１図は本発明の実施例を示す一部破断正面図、第２図
はヘッド部及びスカート部の結合部分ならびに結合部材
を個々に示す平面図、第３図は本発明の他の実施例を示
す一部破断正面図、第４図は本発明のさらに伯の実施例
を示す一部破断止面図である。
１・・・ピストン ２・・・ヘッド部３・・・
スカート部 ５・・・ソケット６・・・係合片
８・・・差込部９・・・係合片 １
１・・・結合部材１５・・・ボルト １６・・
・弾性体出願人 株式会社 豊Ｈ１自動織機製作所代
即人 弁理１丁 岡１１英彦 （外３名） ｕ１FIG. 1 is a partially cutaway front view showing an embodiment of the present invention, FIG. 2 is a plan view showing the connecting portion of the head and skirt portions and the connecting members individually, and FIG. 3 is another embodiment of the present invention. FIG. 4 is a partially cutaway front view showing a further embodiment of the present invention. 1... Piston 2... Head part 3...
Skirt part 5...Socket 6...Engagement piece
8...Insert part 9...Engagement piece 1
1... Connecting member 15... Bolt 16...
・Elastic body applicant: Yutaka H1 Automatic Loom Manufacturing Co., Ltd., patent attorney: 1 Hidehiko Oka (3 others) u1
Claims (4)
部の下面側とスカート部の上面側とのいずれか一方には
ソケットを形成し、他方にはこのソケットに嵌入可能な
差込部を形成し、それらソケットと差込部とには嵌め込
み後の相対回転により互いに回り込む形で係合可能な係
合片を形成し、それら係合片をヘッド部及びスカート部
よりも熱膨脹率の大きい材料からなる結合部材を介して
結合したディーゼルエンジン用のピストン。(1) The head part and the skirt part are formed separately, a socket is formed on either the lower surface side of the head part or the upper surface side of the skirt part, and an insert that can be fitted into this socket is formed on the other side. The socket and the insertion part form an engaging piece that can be engaged in a manner that wraps around each other by relative rotation after fitting, and the engaging piece has a coefficient of thermal expansion lower than that of the head part and the skirt part. A piston for a diesel engine that is connected via a connecting member made of large material.
側の係合片との対向面間に介在するとともに、それら双
方に接着した特許請求の範囲第１項記載のディーゼルエ
ンジン用のピストン。(2) A diesel engine according to claim 1, wherein the coupling member is interposed between the opposing surfaces of the engagement piece on the head side and the engagement piece on the skirt side, and is adhered to both of them. piston.
との対向面間に結合部材を介在し、ヘッド部側の係合片
及び結合部材にボルトを緩挿してスカート部側の係合片
に締着するとともに、このボルトにはヘッド部をスカー
ト部から離隔する向きに押圧付勢する弾性体を取付けた
特許請求の範囲第１項記載のディーゼルエンジン用のピ
ストン。(3) A coupling member is interposed between the opposing surfaces of the engagement piece on the head side and the engagement piece on the skirt side, and a bolt is loosely inserted into the engagement piece on the head side and the coupling member, and the bolt is loosely inserted into the engagement piece on the head side and the engagement piece on the skirt side. 2. A piston for a diesel engine according to claim 1, wherein an elastic body is attached to the bolt to press the head part away from the skirt part.
とを所定の間隔を置いて対向させた状態においてそれら
両係合片を結合部材として形成されたボルトによつて結
合した特許請求の範囲第１項記載のディーゼルエンジン
用のピストン。(4) The engaging piece on the head side and the engaging piece on the skirt side are connected with a bolt formed as a connecting member in a state where they face each other with a predetermined interval. A piston for a diesel engine according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18738186A JPS6341647A (en) | 1986-08-08 | 1986-08-08 | Piston for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18738186A JPS6341647A (en) | 1986-08-08 | 1986-08-08 | Piston for diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6341647A true JPS6341647A (en) | 1988-02-22 |
Family
ID=16205015
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18738186A Pending JPS6341647A (en) | 1986-08-08 | 1986-08-08 | Piston for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6341647A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004007932A1 (en) * | 2002-07-12 | 2004-01-22 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio variable device of internal combustion engine |
-
1986
- 1986-08-08 JP JP18738186A patent/JPS6341647A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004007932A1 (en) * | 2002-07-12 | 2004-01-22 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio variable device of internal combustion engine |
| EP1533498A1 (en) * | 2002-07-12 | 2005-05-25 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio variable device of internal combustion engine |
| US7353785B2 (en) | 2002-07-12 | 2008-04-08 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio variable device of internal combustion engine |
| EP1533498A4 (en) * | 2002-07-12 | 2009-04-08 | Honda Motor Co Ltd | Compression ratio variable device of internal combustion engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4459900A (en) | Heat insulated piston assembly and method of assembling | |
| US4343229A (en) | Assembled piston for engine | |
| US4531269A (en) | Method of assembling an improved heat insulated piston | |
| JPS6341647A (en) | Piston for diesel engine | |
| JPH07167298A (en) | Unit of piston and connecting rod | |
| CN208797224U (en) | A kind of gap elimination part | |
| JPH02271060A (en) | Piston | |
| JP2509235Y2 (en) | Tightening structure of resin rocker cover | |
| EP0168153A3 (en) | Crankshaft for an internal combustion engine | |
| JPS58148321U (en) | Internal combustion engine piston pin-connecting rod coupling device | |
| JPS60178345U (en) | Piston for internal combustion engine | |
| JPS6210452Y2 (en) | ||
| JPH0114735Y2 (en) | ||
| JPS6018607Y2 (en) | piston ring | |
| JPH0122915Y2 (en) | ||
| JPH0513950Y2 (en) | ||
| JPH0355801Y2 (en) | ||
| JPS5939158Y2 (en) | Combustion chamber of two-stroke engine | |
| JPS593141Y2 (en) | combustion chamber of diesel engine | |
| JP2003193950A (en) | Internal combustion engine and cover | |
| JPS59163125U (en) | Diesel engine secondary combustion chamber | |
| JP2000065205A (en) | Piston connecting structure | |
| SU1052695A1 (en) | Piston for ic engine | |
| JPH02118167U (en) | ||
| KR20020051230A (en) | Piston for automobile engine |