JP2009185745A - Piston for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve cooling performance in a crown surface of a piston for an internal combustion engine. <P>SOLUTION: In this piston 18 for the internal combustion engine, a passage cross section of an annular cooling channel 38 for taking in and circulating lubricating oil blown upon a reverse surface of a piston head 18A from an oil jet, is formed in a wide shape of increasing the length in the piston radial direction more than in the piston axial direction. The length in the piston axial direction is shortened by forming the passage cross section of the cooling channel 38 in the wide shape, and vertical behavior of the lubricating oil by inertia caused by piston reciprocating motion is restrained, and the pressure receiving area for receiving a calorific value from a piston crown surface is increased. Thus, while restraining mixing of bubbles of air in the lubricating oil, the crown surface can be efficiently cooled, and the cooling performance of the crown surface can be improved. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technique for improving the cooling performance of a crown surface in a piston for an internal combustion engine.

The piston for an internal combustion engine has a characteristic that the crown of the crown surface exposed to the combustion gas and the top ring pressed against the cylinder wall surface by the swinging motion accompanying the reciprocating rotational motion of the connecting rod are likely to become high temperature. For this reason, if the temperature rises excessively at the time of high rotation, high load, etc., there is a risk that the center portion of the crown surface of the piston and the top ring groove portion will be damaged. Therefore, as described in Japanese Patent Laid-Open No. 2002-48001 (Patent Document 1), an annular cooling passage called a cooling channel is formed inside the piston to circulate the lubricating oil injected from the oil jet. Thus, a technique for forcibly cooling the central portion of the crown surface and the top ring groove has been put into practical use.
JP 2002-480001 A

  However, since the cooling channel in the prior art has an elliptical or circular shape whose passage section is long in the piston axial direction, the lubricating oil moves up and down in the passage due to the inertia due to the reciprocating motion of the piston. The time and area in contact with the inner wall of the were small. Further, air bubbles may be mixed into the lubricating oil due to the lubricating oil moving up and down in the passage. For this reason, the heat exchange efficiency between the lubricating oil and the piston crown surface is not good, and at high speeds and high loads, the amount of lubricating oil circulating in the cooling channel increases, the ignition timing is retarded, and / or the combustion temperature decreases due to air-fuel ratio adaptation However, these measures may affect fuel consumption.

  Therefore, in view of the conventional problems as described above, the present invention devised the passage cross-sectional shape of the cooling channel to suppress the lubricating oil from moving up and down and improve the cooling capacity of the piston crown surface. An object of the present invention is to provide an engine piston (hereinafter referred to as “piston”).

  For this reason, in the present invention, the passage cross section of the annular cooling channel that takes in and circulates the lubricating oil sprayed on the back surface of the piston head is formed in a wide shape in which the length in the piston radial direction is longer than in the piston axial direction. As a result, the area for receiving heat from the piston crown surface was increased while shortening the length in the piston axial direction.

  According to the present invention, a part of the lubricating oil sprayed on the back surface of the piston head is taken in and circulated in the cooling channel, forcibly cooling the central portion of the piston crown surface and the top ring groove. At this time, the passage cross section of the cooling channel is formed in a wide shape in which the length in the piston radial direction is larger than that in the piston axial direction. The vertical movement of the lubricating oil due to is suppressed. Moreover, since the passage cross section of the cooling channel is formed in a wide shape, the heat receiving area for receiving the amount of heat from the piston crown surface increases. For this reason, it becomes possible to cool the crown surface efficiently while suppressing air bubbles from being mixed into the lubricating oil, and the cooling performance of the crown surface can be improved. Furthermore, since the cooling of the piston crown surface central portion is promoted by changing the passage cross-sectional shape of the cooling channel, it becomes possible to reduce the amount of lubricating oil increase, ignition timing retardation or air-fuel ratio conformity, Fuel consumption can also be improved.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an outline of an internal combustion engine to which the present invention is applied.
A top ring 12 and a second ring 14 as a compression ring, and a piston 18 fitted with an oil ring 16 are fitted into a cylinder 10A formed inside the cylinder block 10 so as to be able to reciprocate. The piston 18 is connected to a crank arm 24A of the crankshaft 24 via a connecting rod 22 that is swingably coupled by a piston pin 20 in order to convert the reciprocating motion into a rotational motion. The cylinder head 26 fastened to the upper surface of the cylinder block 10 is formed with a recess 26A that forms a combustion chamber, where an intake valve 28 that opens and closes the intake port 26B, an exhaust valve 30 that opens and closes the exhaust port 26C, And the spark plug 32 which ignites the fuel-air mixture is arrange | positioned, respectively. Further, an oil jet 34 for forcibly cooling the cylinder block 10 by spraying the lubricating oil supplied through the oil gallery 10B formed in the cylinder block 10 onto the back surface of the piston head is disposed. The oil jet 34 sprays lubricating oil over the entire back surface in order to cool the entire piston head.

FIG. 2 shows a first embodiment of a piston embodying the present invention.
As shown in FIG. 3A, the piston 18 has a structure in which a piston head 18A that forms the bottom surface of the combustion chamber and a piston skirt 18B that stabilizes the behavior during reciprocating motion are integrated. Here, as a method for integrating the piston head 18 </ b> A and the piston skirt 18 </ b> B, they can be integrally formed at the time of manufacture, or can be formed into a two-part structure coupled to each other by the piston pin 20.

  A top ring groove 18C, a second ring groove 18D, and an oil ring groove 18E into which the top ring 12, the second ring 14, and the oil ring 16 are fitted as the piston ring mounting portion 36 are recessed in the upper outer periphery of the piston head 18A. It is formed. In addition, the back surface of the piston head 18A is formed with a recess to form a lightening portion from the viewpoint of weight reduction, and between this and the piston ring mounting portion 36, viewed from a position facing the piston crown surface, An annular cooling channel 38 is formed that extends around the piston central axis. Further, on the back surface of the piston head 18A, a pair of piston pin bosses 18G extending in parallel is provided with a piston pin hole 18F in which the piston pin 20 is fitted and fixed so that the piston 18 and the connecting rod 22 are swingably coupled. Is established.

  The cooling channel 38 takes in and circulates the lubricating oil blown to the back surface of the piston head 18A from the oil jet 34, and particularly forcibly cools the center portion of the crown surface and the top ring groove 18C in the piston head 18A. . Further, in order to introduce and discharge a part of the lubricating oil blown from the oil jet 34 to the back surface of the piston head 18A to the cooling channel 38, the back surface of the piston head 18A has a piston as shown in FIG. A lubricating oil introduction hole 18H and a discharge hole 18I extending along the axial direction of 18 are respectively formed.

  Here, as a feature of the present invention, the passage section of the cooling channel 38 is formed in a wide shape in which the length in the piston radial direction is larger than the piston axial direction. If the passage cross-sectional area of the cooling channel 38 is increased, the fuel consumption is reduced due to an increase in the amount of lubricating oil.

  In this way, a part of the lubricating oil blown from the oil jet 34 to the back surface of the piston head 18A is taken into the cooling channel 38 through the introduction hole 18H and circulates, and then passes through the discharge hole 18I to the inside of the crankcase. Is discharged. Then, the lubricating oil circulates through the cooling channel 38 to forcibly cool the center portion of the piston crown surface and the top ring groove 18C.

  At this time, the passage cross section of the cooling channel 38 is formed in a wide shape in which the length in the piston radial direction is larger than that in the piston axial direction. The vertical behavior of the lubricating oil due to inertia is suppressed. Further, since the passage cross section of the cooling channel 38 is formed in a wide shape, the heat receiving area for receiving heat from the piston crown surface increases. For this reason, it becomes possible to cool a crown surface efficiently, suppressing that air bubbles are mixed in lubricating oil, and the cooling performance of a crown surface can be improved. Furthermore, since the cooling of the central portion of the piston crown surface is promoted by changing the passage cross-sectional shape of the cooling channel 38, it becomes possible to reduce the amount of lubricating oil, the ignition timing retardation, or the air-fuel ratio conformity. In addition, fuel efficiency can be improved.

FIG. 3 shows a first modification of the passage cross section of the cooling channel 38.
The passage cross section of the cooling channel 38 is formed in a rectangular shape having a long side extending in parallel with the piston crown surface, assuming a wide shape.

  In this way, the passage cross section of the cooling channel 38 has a rectangular shape, so that the length in the piston axial direction is shortened while the length in the piston radial direction is lengthened. For this reason, compared with the piston 18 of 1st Embodiment, the bubble of air can mix in lubricating oil and the effectiveness of cooling a crown surface efficiently can be aimed at. In addition, the inner wall on the crown surface side of the cooling channel 38 becomes a surface parallel to the crown surface, and the distance between the two is shortened. Therefore, heat exchange performed between the crown surface and the lubricating oil is promoted, and the cooling performance of the crown surface is increased. Can be further improved. Since other operations and effects are the same as those in the first embodiment, description thereof will be omitted (the same applies hereinafter). If necessary, refer to the description of the first embodiment.

FIG. 4 shows a second modification of the passage cross section of the cooling channel 38.
The passage cross section of the cooling channel 38 is formed in a shape forming an inverted triangle defined by a side extending in parallel with the piston crown surface and a side extending in the axial direction at the outer edge of the piston, assuming a wide shape.

  In this way, the passage section of the cooling channel 38 has an inverted triangular shape, so that the area of the inner wall extending in the axial direction at the outer edge of the piston increases. For this reason, in addition to the operation and effect of the first modification, heat exchange performed between the piston ring mounting portion 36 and the lubricating oil is promoted, and the cooling performance of the thermally severe top ring groove 18C is further improved. be able to.

FIG. 5 shows a third modification of the passage cross section of the cooling channel 38.
The passage cross section of the cooling channel 38 is formed in a reverse L-shape that extends outward from the piston radius and then bends away from the piston crown surface, assuming a wide shape.

  In this way, the passage cross-section of the cooling channel 38 has an inverted L shape, so that the passage facing the piston crown surface when the passage cross-sectional area is the same as that of the first and second modifications. The area increases more. For this reason, in addition to the effect | action and effect of a 2nd modification, the heat exchange performed between a piston crown surface and lubricating oil is accelerated | stimulated, and the cooling performance of a piston crown surface can further be improved.

  Incidentally, the piston 18 has a characteristic that the central portion of the piston crown surface is likely to become high temperature. For this reason, on the premise of the piston 18 of the first embodiment described above, the cooling capacity of the center portion of the piston crown surface is improved by devising the path of the cooling channel 18 as in the second embodiment shown below. Can do.

FIG. 6 shows a second embodiment of a piston embodying the present invention.
The cooling channel 38 is formed in a shape in which the diameter is different between the crankshaft direction and the thrust shaft direction, that is, a shape in which the diameter a in the crankshaft direction is smaller than the diameter b in the thrust direction. Here, the “crankshaft direction” means the direction in which the main shaft of the crankshaft 24 extends, and the “thrust direction” means the direction orthogonal to the crankshaft direction (direction in which thrust force acts). Further, the introduction hole 18H for introducing the lubricating oil into the cooling channel 38 and the discharge hole 18I for discharging the lubricating oil open on lines extending in the thrust direction through the piston central axis.

  In this case, since the diameter of the cooling channel 38 is different between the crankshaft direction and the thrust direction, a part of the path of the cooling channel 38 approaches the center portion of the crown surface and between the center portion of the crown surface and the lubricating oil. Heat exchange performed in is promoted. For this reason, the cooling of the piston crown surface center is promoted and the temperature rise is suppressed, so that the reliability of the piston 18 can be improved. Further, by changing the shape of the cooling channel 38, cooling of the central portion of the piston crown surface is promoted, so that the amount of lubricating oil, ignition timing retardation, and / or air-fuel ratio conformity can be further reduced. It is possible to further improve the fuel.

  Further, since the introduction hole 18H for introducing the lubricating oil into the cooling channel 38 and the discharge hole 18I for discharging the lubricating oil open on lines extending in the thrust direction through the piston central axis, respectively, the cooling channel 38 and the top in the thrust direction are opened. The interval with the ring groove 18C is narrowed. For this reason, the part located in the thrust direction of the top ring groove 18C is efficiently cooled by the lubricating oil circulating in the cooling channel 38, and the cooling capacity can be improved.

  In the first embodiment shown in FIGS. 2 to 5, the lubricant introduction hole 18 </ b> H and the discharge hole 18 </ b> I may be opened on lines extending in the thrust direction through the piston central axis. The operations and effects in this case are the same as in the second embodiment.

FIG. 7 shows a first modification of the path of the cooling channel 38.
The cooling channel 38 has a shape in which the diameter a in the crankshaft direction is relatively smaller than the diameter b in the thrust direction, that is, a substantially oval shape in which the long diameter extends in the thrust direction while the short diameter extends in the crankshaft direction. It is formed.

  In this way, compared to the piston 18 of the second embodiment, a part of the path of the cooling channel 38 is closer to the center of the crown surface, and heat exchange is performed between the center of the crown surface and the lubricating oil. More promoted. For this reason, since cooling of the piston crown surface center part is further promoted and the temperature rise is further suppressed, further piston reliability and fuel efficiency can be improved. Here, in the piston 18, the portion of the top ring groove 18 </ b> C located on the line extending in the crankshaft direction through the piston central axis is not pressed against the cylinder wall surface by the swinging motion, so that the cooling channel in the crankshaft direction Even if the diameter of 38 is reduced, no problem occurs. Since other operations and effects are the same as those of the second embodiment, the description thereof will be omitted (the same applies hereinafter). If necessary, refer to the description of the second embodiment.

FIG. 8 shows a second modification of the path of the cooling channel 38.
The cooling channel 38 basically has the shape of the first modification shown in FIG. 7, and the middle portion of the portion extending in the thrust direction, that is, the middle portion of the long diameter portion is bent in an arc shape toward the piston central axis direction. It is formed into a shape.

  In this way, a part of the path of the cooling channel 38 is closer to the center of the crown surface than the piston 18 of the first modification. Further, since the path of the cooling channel 38 passing through the periphery of the piston crown surface central portion becomes long, a sufficient time for heat exchange to be performed between the crown surface central portion and the lubricating oil is ensured. For this reason, heat exchange performed between the crown surface central portion and the lubricating oil is further promoted, cooling of the piston crown surface central portion is further promoted, and temperature rise is further suppressed, so that further piston reliability and The fuel consumption can be improved. Also, as shown in the figure, the bent portion of the cooling channel 38 avoids the joint between the piston pin boss 18G and the piston pin 20 when viewed from the position facing the piston crown surface. It is possible to suppress a decrease in piston strength due to the formation. At this time, in order to effectively reduce the piston strength, it is desirable that the bent portion of the cooling channel 38 be bent to a position where the joint between the piston pin boss 18G and the piston pin 20 is avoided.

  When it is necessary to intensively cool only the central portion of the piston crown surface, as shown in FIG. 9, the lubricating oil introduction hole 18H and the discharge hole 18I may be connected with a straight line at the shortest distance. By doing so, the central portion of the piston crown surface is intensively cooled, so that the piston reliability and fuel consumption can be improved.

  The present invention is not limited to the internal combustion engine shown in FIG. 1, and is applied to various internal combustion engines such as a gasoline engine that injects fuel into an intake port, a direct-injection gasoline engine that injects fuel into a combustion chamber, and a diesel engine. be able to.

Schematic diagram of an internal combustion engine to which the present invention is applied 1 shows a first embodiment of a piston embodying the present invention, in which (A) is a longitudinal sectional view of a main part in a thrust direction passing through the central axis of the piston, and (B) is a XX transverse sectional view thereof. Partial longitudinal sectional view showing a first modification of the cooling channel cross-sectional shape Partial longitudinal sectional view showing a second modification of the cooling channel cross-sectional shape Partial longitudinal sectional view showing a third modification of the cooling channel cross-sectional shape The principal part cross-sectional view which shows 2nd Embodiment of the piston which actualized this invention. The principal part cross-sectional view which shows the 1st modification of a cooling channel path | route Cross-sectional view of the main part showing a second modification of the cooling channel path Cross-sectional view of the main part showing a third modification of the cooling channel path

Explanation of symbols

18 piston 18A piston head 18G piston pin boss 18H introduction hole 18I discharge hole 20 piston pin 24 crankshaft 38 cooling channel

Claims (9)

  The passage cross section of the annular cooling channel that takes in and circulates the lubricating oil sprayed on the back surface of the piston head is formed in a wide shape in which the length in the piston radial direction is larger than the piston axial direction. Piston for internal combustion engine.   2. A piston for an internal combustion engine according to claim 1, wherein the passage cross section of the cooling channel has a rectangular shape whose long side extends in parallel with the piston crown surface.   2. The internal combustion engine according to claim 1, wherein a passage cross section of the cooling channel has an inverted triangular shape defined by a side extending in parallel with the piston crown surface and a side extending in the axial direction at the piston outer edge. Piston.   2. The piston for an internal combustion engine according to claim 1, wherein the passage cross section of the cooling channel has an inverted L shape extending in a direction away from the piston crown surface after extending outward of the piston radius.   The piston for an internal combustion engine according to any one of claims 1 to 4, wherein a diameter of the cooling channel is different between a crankshaft direction and a thrust direction.   6. The piston for an internal combustion engine according to claim 5, wherein the diameter of the cooling channel has a shape in which the crankshaft direction becomes relatively smaller than the thrust direction.   The piston for an internal combustion engine according to claim 6, wherein an intermediate portion of a portion of the cooling channel extending in the thrust direction is bent toward the piston central axis direction.   8. The piston for an internal combustion engine according to claim 7, wherein the bent portion of the cooling channel is bent to a position avoiding a joint portion between the piston pin boss and the piston pin as viewed from a position facing the piston crown surface. .   The introduction hole for introducing the lubricating oil into the cooling channel and the discharge hole for discharging the lubricating oil respectively open on lines extending in the thrust direction through the piston central axis. A piston for an internal combustion engine according to claim 1.

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