JP2003138984A - Piston structure of internal combustion engine - Google Patents
Piston structure of internal combustion engineInfo
- Publication number
- JP2003138984A JP2003138984A JP2001337517A JP2001337517A JP2003138984A JP 2003138984 A JP2003138984 A JP 2003138984A JP 2001337517 A JP2001337517 A JP 2001337517A JP 2001337517 A JP2001337517 A JP 2001337517A JP 2003138984 A JP2003138984 A JP 2003138984A
- Authority
- JP
- Japan
- Prior art keywords
- piston
- combustion chamber
- wall
- oil gallery
- internal combustion
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0696—W-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder wall
-
- 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)
- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、ピストンの頂面に
窪み部を形成した内燃機関のピストン構造に関するもの
である。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a piston structure for an internal combustion engine in which a depression is formed on the top surface of the piston.
【０００２】[0002]
【従来の技術】図３は、従来の内燃機関で使用されるピ
ストン２００の縦断正面略図である。また、図４は図３
のIV−IV断面図である。図３に示すように従来の内燃機
関においては、シリンダブロック９９に支持されたシリ
ンダライナ９２の内壁に沿ってピストン２００が往復移
動可能となっており、シリンダブロック９９の上方に設
置されたシリンダヘッド９１とシリンダライナ９２の環
状の内壁及びピストン２００の頂面９６により燃焼室９
３が形成されている。ピストン２００の頂面９６には窪
み部９７が設けてあり、窪み部９７は燃焼室９３の一部
を構成している。2. Description of the Related Art FIG. 3 is a schematic vertical sectional front view of a piston 200 used in a conventional internal combustion engine. In addition, FIG.
FIG. 4 is a sectional view taken along line IV-IV of FIG. As shown in FIG. 3, in the conventional internal combustion engine, the piston 200 can reciprocate along the inner wall of the cylinder liner 92 supported by the cylinder block 99, and the cylinder head installed above the cylinder block 99. 91, the annular inner wall of the cylinder liner 92, and the top surface 96 of the piston 200, the combustion chamber 9
3 is formed. A recess 97 is provided on the top surface 96 of the piston 200, and the recess 97 constitutes a part of the combustion chamber 93.
【０００３】また、ピストン２００には、窪み部９７の
周囲を環状に取り巻くようにオイルギャラリ９４が形成
されている。このオイルギャラリ９４内にはオイルが供
給され、このオイルにより燃焼室９３（窪み部９７）と
オイルギャラリ９４とを仕切る仕切壁８９が冷却され
る。An oil gallery 94 is formed on the piston 200 so as to surround the recess 97 in an annular shape. Oil is supplied into the oil gallery 94, and the partition wall 89 that partitions the combustion chamber 93 (recessed portion 97) and the oil gallery 94 is cooled by the oil.
【０００４】ところで、この仕切壁８９と中子壁８８の
間には屈曲部９０（Ｒ部）が形成されており、この屈曲
部９０には燃焼室９３内で発生する爆発力による応力が
集中し、構造的な弱所となっている。昨今の内燃機関
（特にディーゼル機関）においては高出力化に伴う爆発
圧力の高圧化が進んでおり、この爆発圧力の高圧化に十
分に耐え得るようにピストン２００を構成する必要性が
出てきた。By the way, a bent portion 90 (R portion) is formed between the partition wall 89 and the core wall 88, and stress due to the explosive force generated in the combustion chamber 93 is concentrated in the bent portion 90. However, it is a structural weak point. In recent years, internal combustion engines (especially diesel engines) have been increasing in explosion pressure due to higher output, and it has become necessary to configure the piston 200 to sufficiently withstand this increase in explosion pressure. .
【０００５】[0005]
【発明が解決しようとする課題】そこで本発明では、燃
焼室内で発生する爆発力により応力集中が生じないよう
にすることができる耐久性に優れた内燃機関のピストン
構造を提供することを課題としている。SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a piston structure for an internal combustion engine, which has excellent durability and can prevent stress concentration due to the explosive force generated in the combustion chamber. There is.
【０００６】[0006]
【課題を解決するための手段】上記課題を解決するため
請求項１の発明では、ピストン頂面に窪み部を備えた内
燃機関のピストンにおいて、ピストン頂面に形成される
燃焼室と前記燃焼室を冷却するオイルギャラリとを仕切
る壁に応力が集中しないようにピストン直径に対する窪
み部の直径の比（ボア比）を０．５〜０．６５の範囲内
に設定し、かつ圧縮比を１４．０〜１６．５の範囲内に
設定した。請求項２の発明では、ピストン頂面に窪み部
を備えた内燃機関のピストンにおいて、ピストン頂面に
形成される燃焼室と前記燃焼室を冷却するオイルギャラ
リとを仕切る壁に応力が集中しないように前記オイルギ
ャラリを形成した。請求項３の発明では請求項２の発明
において、前記オイルギャラリの燃焼室より下方の壁の
肉厚が燃焼室に近づくほど厚くなるように形成した。In order to solve the above problems, according to the invention of claim 1, in a piston of an internal combustion engine having a recessed portion on the piston top surface, a combustion chamber formed on the piston top surface and the combustion chamber. The ratio of the diameter of the recessed portion to the piston diameter (bore ratio) is set within the range of 0.5 to 0.65 so that the stress is not concentrated on the wall that separates the oil gallery that cools the oil gallery, and the compression ratio is 14. It was set within the range of 0 to 16.5. According to the invention of claim 2, in the piston of the internal combustion engine having the recessed portion on the piston top surface, stress is not concentrated on the wall separating the combustion chamber formed on the piston top surface and the oil gallery for cooling the combustion chamber. The oil gallery was formed on. According to a third aspect of the invention, in the second aspect of the invention, the wall of the oil gallery below the combustion chamber is formed so that the wall thickness thereof becomes thicker toward the combustion chamber.
【０００７】[0007]
【発明の実施の形態】図１は、請求項１〜３の発明を実
施したディーゼル機関のピストン１００の縦断正面略図
である。また、図２は図１のII−II断面図である。この
ディーゼル機関において、シリンダブロック３に設置さ
れたシリンダライナ２の環状の内壁に沿ってピストン１
００が往復移動可能に設けられている。1 is a schematic vertical sectional front view of a piston 100 of a diesel engine according to the first to third aspects of the present invention. 2 is a sectional view taken along line II-II of FIG. In this diesel engine, the piston 1 is installed along the annular inner wall of the cylinder liner 2 installed in the cylinder block 3.
00 is provided so as to be capable of reciprocating.
【０００８】シリンダブロック３の上方にはシリンダヘ
ッド１が設置されており、このシリンダヘッド１の下面
とシリンダライナ２の環状の内壁およびピストン１００
の頂面６とで燃焼室４が形成されている。A cylinder head 1 is installed above the cylinder block 3, and the lower surface of the cylinder head 1, the annular inner wall of the cylinder liner 2 and the piston 100 are installed.
A combustion chamber 4 is formed with the top surface 6 of the.
【０００９】図１，図２に示すようにピストン１００の
頂面６には窪み部７が設けてある。この窪み部７は、燃
焼室４の一部を形成している。シリンダヘッド１に設け
た燃料噴射ノズル１２（図１）から燃料１３が噴射さ
れ、往復移動するピストン１００が上死点位置または上
死点位置の近傍にあるときに、燃焼室４内で燃焼が行わ
れる。As shown in FIGS. 1 and 2, a depression 7 is provided on the top surface 6 of the piston 100. The recess 7 forms a part of the combustion chamber 4. When the fuel 13 is injected from the fuel injection nozzle 12 (FIG. 1) provided in the cylinder head 1 and the reciprocating piston 100 is located at the top dead center position or near the top dead center position, combustion in the combustion chamber 4 occurs. Done.
【００１０】ピストン１００には、窪み部７（燃焼室
４）の周囲を取り巻くようにオイルギャラリ５が形成さ
れている。窪み部７とオイルギャラリ５とは、仕切壁８
で仕切られている。An oil gallery 5 is formed in the piston 100 so as to surround the recess 7 (combustion chamber 4). The recess 7 and the oil gallery 5 are separated by a partition wall 8.
It is divided by.
【００１１】燃焼室４の底壁１５とピストンピン（図示
せず）を収容するピストンピン孔１０のボス部１４と
は、中子壁９で接続されている。このピストン１００は
鋳物成形されており、中子壁９の途中にオイルギャラリ
５を形成するための金型の割面１６がある。A bottom wall 15 of the combustion chamber 4 and a boss portion 14 of a piston pin hole 10 for accommodating a piston pin (not shown) are connected by a core wall 9. This piston 100 is formed by casting and has a mold split surface 16 for forming the oil gallery 5 in the middle of the core wall 9.
【００１２】図１，図２に示すように、仕切壁８と中子
壁９とは滑らかに連続しており、ピストン１００には図
３，図４に示す従来のピストン２００の屈曲部９０に相
当する屈曲部が存在しない。As shown in FIGS. 1 and 2, the partition wall 8 and the core wall 9 are smoothly continuous, and the piston 100 has a bent portion 90 of the conventional piston 200 shown in FIGS. There is no corresponding bend.
【００１３】したがって、ピストン１００では燃焼室４
内で発生する爆発力により生じる応力集中を大幅に緩和
することができ、ピストン１００は、強度的に安定した
構造となっている。また、爆発力は、効率よくピストン
ピン（図示せず）に伝達させることができ、図示しない
連結棒を介してクランク軸に動力を伝達させることがで
きる。Therefore, in the piston 100, the combustion chamber 4
The stress concentration caused by the explosive force generated inside can be relieved significantly, and the piston 100 has a stable structure in terms of strength. Further, the explosive force can be efficiently transmitted to the piston pin (not shown), and the power can be transmitted to the crankshaft via the connecting rod (not shown).
【００１４】また、中子壁９のオイルギャラリ５側の壁
面５ａを図１で垂直方向を向くように形成すると、仕切
壁８と中子壁９とを滑らかに連結させることができ、さ
らに割面１６部分の肉厚を図３に示す従来のピストン２
００の中子壁８８の割面８７よりも厚くすることがで
き、鋳物の型の耐久性を向上させることができる。よっ
て、鋳型の耐久性が向上することによりピストン１００
の製造単価を下げることができ、コストダウンを図るこ
とができる。If the wall surface 5a of the core wall 9 on the oil gallery 5 side is formed so as to face the vertical direction in FIG. 1, the partition wall 8 and the core wall 9 can be smoothly connected to each other, and the partition wall 8 can be further divided. The conventional piston 2 shown in FIG.
The core wall 88 of No. 00 can be made thicker than the split surface 87, and the durability of the casting mold can be improved. Therefore, the durability of the mold is improved, so that the piston 100
It is possible to reduce the manufacturing unit price and to reduce the cost.
【００１５】図２に示すようにピストン１００の直径を
Ａ，窪み部７（燃焼室４）の直径をＢとするとボア比は
式Ｂ／Ａで表現することができる。ピストン１００のボ
ア比を０．５〜０．６５の範囲内に設定し、かつ圧縮比
を１４．０〜１６．５の範囲内に設定すると、仕切壁８
と中子壁９とが同一鉛直線に近付き、両者は滑らかに連
結される構造を呈することができる。ちなみに、図３及
び図４に示す従来のピストン２００ではボア比は０．
７，圧縮比は１４程度が採用されていた。As shown in FIG. 2, when the diameter of the piston 100 is A and the diameter of the recess 7 (combustion chamber 4) is B, the bore ratio can be expressed by the formula B / A. If the bore ratio of the piston 100 is set in the range of 0.5 to 0.65 and the compression ratio is set in the range of 14.0 to 16.5, the partition wall 8
The core wall 9 and the core wall 9 approach the same vertical line, and the two can have a structure in which they are smoothly connected. Incidentally, in the conventional piston 200 shown in FIGS. 3 and 4, the bore ratio is 0.
A compression ratio of 7 and a compression ratio of 14 were adopted.
【００１６】上述した範囲内にボア比及び圧縮比を設定
すると仕切壁８と中子壁９とを滑らかに連結させること
ができるが、さらにボア比は０．６〜０．６５の範囲
内，圧縮比は１４．５〜１５．５の範囲内に設定するこ
とが望ましい。このようにボア比の範囲と圧縮比の範囲
とを同時に設定することにより、窪み部７（燃焼室４）
の深さも限定される。When the bore ratio and the compression ratio are set within the above range, the partition wall 8 and the core wall 9 can be smoothly connected, but the bore ratio is within the range of 0.6 to 0.65. It is desirable to set the compression ratio within the range of 14.5 to 15.5. By thus setting the range of the bore ratio and the range of the compression ratio at the same time, the recess 7 (the combustion chamber 4)
Depth is also limited.
【００１７】本発明（請求項１の発明）のピストン１０
０では、従来よりも圧縮比を高く設定しており、従来の
ピストン２００を使用するよりも熱効率の向上を期待す
ることができる。なお、請求項１〜３の発明は、ディー
ゼル機関に限らずピストン１００の頂面６に窪み部７を
備えたすべての内燃機関で実施することができる。The piston 10 of the present invention (the invention of claim 1)
At 0, the compression ratio is set higher than in the conventional case, and improvement in thermal efficiency can be expected as compared with the case of using the conventional piston 200. The inventions of claims 1 to 3 are not limited to the diesel engine, and can be implemented in all internal combustion engines having the depression 7 on the top surface 6 of the piston 100.
【００１８】図１及び図２に示すピストン１００内の室
１７は、図示しないクランク室（シリンダヘッド１と反
対方向）と連通している。図５は、室１７の縦断平面図
である。図１で見た室１７の最大幅Ｃと図２で見た室１
７の最大幅Ｄは、図５に示すような関係にある。室１７
を仕切る壁面は、図５では長穴形状となっているが、楕
円状に形成することもできる。この室１７の最大幅Ｃ
（図１，図５）や最大幅Ｄ（図２，図５）を大きく設定
すると、中子壁９と仕切壁８とが連結部１１で滑らかに
接続され、連結部１１における応力集中を緩和すること
ができる。The chamber 17 in the piston 100 shown in FIGS. 1 and 2 communicates with a crank chamber (not shown) (direction opposite to the cylinder head 1). FIG. 5 is a vertical plan view of the chamber 17. Maximum width C of chamber 17 seen in FIG. 1 and chamber 1 seen in FIG.
The maximum width D of 7 has a relationship as shown in FIG. Room 17
Although the wall surface for partitioning has a long hole shape in FIG. 5, it can be formed in an elliptical shape. Maximum width C of this chamber 17
(FIGS. 1 and 5) and the maximum width D (FIGS. 2 and 5) are set to be large, the core wall 9 and the partition wall 8 are smoothly connected by the connecting portion 11, and stress concentration in the connecting portion 11 is relaxed. can do.
【００１９】[0019]
【発明の効果】請求項１の発明では、ボア比を０．５〜
０．６５の範囲内に設定し、かつ圧縮比を１４．０〜１
６．５の範囲内に設定することにより、仕切壁８と中子
壁９とを滑らかに接続させることができ、燃焼室４にお
ける爆発の力により生じる応力集中を大幅に緩和するこ
とができ、構造的に安定したピストン１００を提供する
ことができ、従来のピストン２００よりも安全性が向上
する。According to the invention of claim 1, the bore ratio is from 0.5 to 0.5.
Set within the range of 0.65 and set the compression ratio to 14.0 to 1
By setting it in the range of 6.5, the partition wall 8 and the core wall 9 can be smoothly connected, and the stress concentration caused by the force of the explosion in the combustion chamber 4 can be relieved significantly, The structurally stable piston 100 can be provided, and the safety is improved as compared with the conventional piston 200.
【００２０】燃料１３を上部と下部の２列に噴射するこ
とができる図１のディーゼル機関では、一般に底壁に到
達した燃料は蒸発しにくく、良好な燃焼が行われないこ
とがある。ところが、請求項１の発明を実施すると、燃
料噴射ノズル１２の噴口から燃焼室４（窪み部７）の底
壁までの距離が従来のディーゼル機関と比較して長くな
り、噴射された燃料１３が燃焼室４の底壁に到達しにく
く、燃焼が良好になる。つまり、底壁に到達する前に燃
焼が行われ易くなるので、連結部１１に生じる熱応力を
低減することができる。In the diesel engine of FIG. 1 in which the fuel 13 can be injected into the upper and lower two rows, the fuel that has reached the bottom wall is generally difficult to evaporate, and good combustion may not occur. However, when the invention of claim 1 is carried out, the distance from the injection port of the fuel injection nozzle 12 to the bottom wall of the combustion chamber 4 (recess 7) becomes longer as compared with the conventional diesel engine, and the injected fuel 13 is It is difficult to reach the bottom wall of the combustion chamber 4, and combustion becomes good. That is, since combustion easily occurs before reaching the bottom wall, it is possible to reduce the thermal stress generated in the connecting portion 11.
【００２１】請求項２の発明では、オイルギャラリ５と
燃焼室４（窪み部７）とを仕切る壁（連結部１１）に応
力が集中しないようにオイルギャラリ５を形成した（例
えば室１７の最大幅ＣとＤを大きく設定した）ので、ピ
ストン１００の耐久性が向上し、燃焼室４内の爆発力に
よる荷重を良好にピストンピン（図示せず）に伝達させ
ることができる。According to the second aspect of the invention, the oil gallery 5 is formed so that stress is not concentrated on the wall (connecting portion 11) partitioning the oil gallery 5 and the combustion chamber 4 (recessed portion 7) (for example, in the chamber 17). Since C and D are largely set), the durability of the piston 100 is improved, and the load due to the explosive force in the combustion chamber 4 can be satisfactorily transmitted to the piston pin (not shown).
【００２２】請求項３の発明では、中子壁９の肉厚を燃
焼室４に近付くほど厚くなるように形成したので、仕切
壁８と中子壁９とを連結する連結部１１に応力集中が生
じにくくなり、ピストン１００の耐久性を向上させるこ
とができる。According to the third aspect of the present invention, since the thickness of the core wall 9 is formed so as to become thicker as it gets closer to the combustion chamber 4, stress concentration occurs at the connecting portion 11 connecting the partition wall 8 and the core wall 9. Is less likely to occur, and the durability of the piston 100 can be improved.
【図１】 請求項１〜３の発明を実施した内燃機関のピ
ストンの縦断正面略図である。FIG. 1 is a schematic vertical sectional front view of a piston of an internal combustion engine in which the inventions of claims 1 to 3 are implemented.
【図２】 図１のII−II断面図である。FIG. 2 is a sectional view taken along line II-II of FIG.
【図３】 従来の内燃機関で使用されるピストンの縦断
正面略図である。FIG. 3 is a schematic vertical sectional front view of a piston used in a conventional internal combustion engine.
【図４】 図３のIV−IV断面図である。FIG. 4 is a sectional view taken along line IV-IV in FIG.
【図５】 室１７の縦断平面図である。5 is a vertical plan view of the chamber 17. FIG.
１ シリンダヘッド
２ シリンダライナ
３ シリンダブロック
４ 燃焼室
５ オイルギャラリ
５ａ 壁面
６ 頂面
７ 窪み部
８ 仕切壁
９ 中子壁
１０ ピストンピン孔
１１ 連結部
１２ 燃焼噴射ノズル
１３ 燃料
１４ ボス部
１５ 底壁
１６ 割面
１７ 室
１００ ピストン
Ｃ，Ｄ ピストン１００の移動する方向における室１
７の最大幅DESCRIPTION OF SYMBOLS 1 Cylinder head 2 Cylinder liner 3 Cylinder block 4 Combustion chamber 5 Oil gallery 5a Wall surface 6 Top surface 7 Recessed part 8 Partition wall 9 Core wall 10 Piston pin hole 11 Connecting part 12 Combustion injection nozzle 13 Fuel 14 Boss part 15 Bottom wall 16 Split surface 17 Chamber 100 Chamber C in the direction in which piston C, D piston 100 moves 1
Maximum width of 7
Claims (3)
のピストンにおいて、ピストン頂面に形成される燃焼室
と前記燃焼室を冷却するオイルギャラリとを仕切る壁に
応力が集中しないようにピストン直径に対する窪み部の
直径の比を０．５〜０．６５の範囲内に設定し、かつ圧
縮比を１４．０〜１６．５の範囲内に設定したことを特
徴とする内燃機関のピストン構造。1. A piston of an internal combustion engine having a depression on the top surface of the piston, wherein the stress is not concentrated on a wall separating a combustion chamber formed on the top surface of the piston and an oil gallery for cooling the combustion chamber. A piston structure for an internal combustion engine, characterized in that the ratio of the diameter of the recessed portion to the diameter is set within a range of 0.5 to 0.65 and the compression ratio is set within a range of 14.0 to 16.5. .
のピストンにおいて、ピストン頂面に形成される燃焼室
と前記燃焼室を冷却するオイルギャラリとを仕切る壁に
応力が集中しないように前記オイルギャラリを形成した
ことを特徴とする内燃機関のピストン構造。2. In a piston of an internal combustion engine having a depression on the top surface of the piston, the stress is not concentrated on a wall separating a combustion chamber formed on the piston top surface and an oil gallery for cooling the combustion chamber. An internal combustion engine piston structure characterized by forming an oil gallery.
壁の肉厚が燃焼室に近づくほど厚くなるように形成した
請求項２に記載の内燃機関のピストン構造。3. A piston structure for an internal combustion engine according to claim 2, wherein the wall of the oil gallery below the combustion chamber is formed so that the wall thickness thereof becomes thicker toward the combustion chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001337517A JP2003138984A (en) | 2001-11-02 | 2001-11-02 | Piston structure of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001337517A JP2003138984A (en) | 2001-11-02 | 2001-11-02 | Piston structure of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003138984A true JP2003138984A (en) | 2003-05-14 |
Family
ID=19152140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001337517A Pending JP2003138984A (en) | 2001-11-02 | 2001-11-02 | Piston structure of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003138984A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011106803A1 (en) * | 2011-07-06 | 2013-01-10 | Audi Ag | Internal combustion engine e.g. diesel engine for motor vehicle, has injection valve that is provided for injecting fuel into cylinder in direction of combustion chamber recess of piston |
| CN103511119A (en) * | 2012-06-21 | 2014-01-15 | 本田技研工业株式会社 | Piston |
| EP2729689A1 (en) * | 2011-07-05 | 2014-05-14 | Mahle International GmbH | Piston for an internal combustion engine |
| WO2014148331A1 (en) * | 2013-03-21 | 2014-09-25 | 日野自動車株式会社 | Piston for internal combustion engine |
| CN104603438A (en) * | 2012-08-31 | 2015-05-06 | 马勒国际有限公司 | Piston |
| KR20190086204A (en) * | 2018-01-12 | 2019-07-22 | 동양피스톤 주식회사 | Piston for internal combustion engine |
-
2001
- 2001-11-02 JP JP2001337517A patent/JP2003138984A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2729689A1 (en) * | 2011-07-05 | 2014-05-14 | Mahle International GmbH | Piston for an internal combustion engine |
| EP2729689B1 (en) * | 2011-07-05 | 2024-04-17 | Mahle International GmbH | Piston for an internal combustion engine |
| US9109530B2 (en) | 2011-07-05 | 2015-08-18 | Mahle International Gmbh | Piston for an internal combustion engine |
| DE102011106803A1 (en) * | 2011-07-06 | 2013-01-10 | Audi Ag | Internal combustion engine e.g. diesel engine for motor vehicle, has injection valve that is provided for injecting fuel into cylinder in direction of combustion chamber recess of piston |
| CN103511119B (en) * | 2012-06-21 | 2016-08-31 | 本田技研工业株式会社 | Piston |
| CN103511119A (en) * | 2012-06-21 | 2014-01-15 | 本田技研工业株式会社 | Piston |
| CN104603438A (en) * | 2012-08-31 | 2015-05-06 | 马勒国际有限公司 | Piston |
| CN105143653A (en) * | 2013-03-21 | 2015-12-09 | 日野自动车株式会社 | Piston for internal combustion engine |
| US20160084195A1 (en) * | 2013-03-21 | 2016-03-24 | Hino Motors, Ltd. | Piston for internal combustion engine |
| US9850847B2 (en) | 2013-03-21 | 2017-12-26 | Hino Motors, Ltd. | Piston for internal combustion engine |
| WO2014148331A1 (en) * | 2013-03-21 | 2014-09-25 | 日野自動車株式会社 | Piston for internal combustion engine |
| KR20190086204A (en) * | 2018-01-12 | 2019-07-22 | 동양피스톤 주식회사 | Piston for internal combustion engine |
| KR102013436B1 (en) * | 2018-01-12 | 2019-08-22 | 동양피스톤 주식회사 | Piston for internal combustion engine |
| US10760526B2 (en) | 2018-01-12 | 2020-09-01 | Dong Yang Piston Co., Ltd. | Piston for internal combustion engine |
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