JP2011132809A - Piston of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a piston reducing friction by reducing the deviation of the contact pressure of each skirt on a cylinder wall surface and reducing a contact pressure load. <P>SOLUTION: The aluminum alloy material piston 1 includes a crown 7 defining a combustion chamber, a pair of arc shape skirts 8, 9 at a thrust side and an anti-thrust side provided as one body on the crown and sliding on a cylinder wall surface 3, and a pair of bent shape aprons 11, 12 connected to both side ends in a circumference direction of each of the skirts through a connecting section 10 and including pin bosses 13, 14. Hollow parts 19, 20 are formed at an upper end of the apron and narrow parts 11d, 12d are formed at lower parts of the hollow parts. The rigidity of the crown side of each skirt is reduced, strong impact contact on the cylinder wall at the crown side is inhibited, and friction is reduced. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an improvement of a piston of an internal combustion engine which is a part of an automobile, for example.

  As a piston of a conventional internal combustion engine, for example, there is one described in Patent Document 1 below. The piston is formed with a thick portion in which one end side in the circumferential direction is connected to the pin boss portion in the vicinity of the crown portion in the both apron portions connected to the so-called thrust side skirt portion in the circumferential direction. Has been. On the other hand, the portions of the apron portions connected to the skirt portions on the opposite side of the thrust are formed with a narrow width and are formed vertically along the piston axial direction.

JP 2004-27965 A (see FIGS. 5 and 6)

  However, in the piston of the conventional internal combustion engine, as described above, since the thick portions are formed in both apron portions on the skirt portion side on the thrust side, the rigidity on the crown portion side is formed. As a result, the thrust side skirt cannot be appropriately deformed. As a result, the friction generated between the cylinder wall surface and the skirt portion cannot be sufficiently reduced.

  In the first aspect of the invention, in particular, at least the inner and outer surfaces of the wall portion of the apron portion on one side have a shorter distance between the opposite apron portion on the other side and the crown portion. It is formed so that it may become long as it separates from the short site | part of the side to the edge side of an axial direction.

  According to the present invention, the strong contact of the skirt portion with the cylinder wall surface during the piston operation can be reduced and the contact surface pressure can be reduced, thereby enabling the friction to be effectively reduced.

It is CC sectional view taken on the line of FIG. 4 which shows the piston of 1st Embodiment. A is a perspective view seen from the bottom side of the piston according to the first embodiment of the present invention, and B is a cross-sectional view taken along line AA of A. FIG. It is the perspective view seen from another angle from the bottom face side of the piston. FIG. 3 is a front view showing a part of the piston in cross section. It is a side view of the piston. It is a bottom view of the piston. It is sectional drawing which shows the state which the piston slides on the cylinder wall surface of a cylinder block. It is a graph which compares and shows the deformation amount corresponding to the position of the thrust side skirt part of the piston of this embodiment, and the conventional piston. It is a graph which similarly shows the frictional force and friction loss corresponding to the crank angle of the thrust side skirt part of the piston of this embodiment, and the conventional piston. It is a longitudinal cross-sectional view of the piston which concerns on 2nd Embodiment of this invention. It is the perspective view which looked at the piston concerning the 2nd embodiment from the bottom. It is a side view of the piston. It is a bottom view of the piston.

  Hereinafter, embodiments of a piston of an internal combustion engine according to the present invention will be described in detail with reference to the drawings. The piston used in this embodiment is applied to a 4-cycle gasoline engine.

[First Embodiment]
As shown in FIG. 7, the piston 1 is slidably provided on a substantially cylindrical cylinder wall surface 3 formed in the cylinder block 2, and a combustion chamber 4 is interposed between the cylinder wall surface 3 and a cylinder head outside the figure. And is connected to a crankshaft (not shown) via a connecting rod 6 connected to the piston pin 5.

  The piston 1 as a whole is integrally cast from an AC8A Al—Si-based aluminum alloy, and is formed in a substantially cylindrical shape as shown in FIGS. 1 to 6, and defines the combustion chamber 4 on the crown surface 7a. A crown portion 7 formed, a pair of arc-shaped thrust side skirt portion 8 and anti-thrust side skirt portion 9 provided integrally on the outer peripheral edge of the lower end of the crown portion 7, and the circumferential direction of the skirt portions 8, 9 A pair of apron portions 11 and 12 connected to each side end of each via a connecting portion 10.

  The crown portion 7 has a disk shape formed with a relatively large thickness, and a valve recess (not shown) that prevents interference with the intake / exhaust valve is formed on the crown surface 7a. Ring grooves 7b, 7c and 7d for holding three piston rings such as an oil ring are formed.

  Both the skirt portions 8 and 9 are arranged at left and right symmetrical positions (the front and rear symmetrical positions in FIG. 1) about the axis P of the piston 1 and are formed in a substantially circular arc shape in cross section. The overall thickness is relatively thin. The thrust side skirt portion 8 is adapted to be in pressure contact with the cylinder wall surface 3 while being inclined in relation to the angle of the connecting rod 6 when the piston 1 is stroked toward the bottom dead center during an expansion stroke or the like. The skirt portion 9 on the anti-thrust side comes into pressure contact with the cylinder wall surface 3 while inclining in the opposite direction when the piston 1 moves up during the compression stroke or the like. The thrust load on the cylinder wall surface 3 of each of the skirt portions 8 and 9 is larger in the thrust side skirt portion 8 that receives the combustion pressure and presses against the cylinder wall surface 3.

  The skirt portions 8 and 9 are inclined from the upper end portion 8a (9a) on the crown portion 7 side toward the lower end portion 8b (9b) as shown in FIG. 5 as viewed from the thrust side skirt portion 8 side. The lower end edge 8c (9c) is formed in a substantially horizontal shape while being formed in an enlarged diameter shape and having a vertical cross-sectional C shape.

  As shown in FIGS. 2A and 3, each apron portion 11, 12 has an upper end edge integrally coupled to a lower end of the crown portion 7, and the entire circumferential direction between the connection portions 10 is It is formed in a curved shape that slightly bulges outward with a radius of curvature larger than that of each skirt portion 8, 9. Further, as shown in FIG. 1, the apron parts 11 and 12 are formed in a slanted diameter increasing shape from the upper end part in the axial direction of the piston 1 to the lower end side, as in the skirt parts 8 and 9. The vertical cross section is formed in a C shape. Each of the apron portions 11 and 12 has a curved radius of curvature set in a range of 150 mm to 300 mm, and the entire wall portions 11a and 12a are formed relatively thick.

  In addition, the apron portions 11 and 12 are respectively formed with pin boss portions 13 and 14 for supporting both end portions of the piston pin 5 through pin holes 13a and 14a at substantially central positions in the circumferential direction.

  Further, as shown in FIGS. 1 and 2A, the wall portions 11a and 12a of both apron portions 11 and 12 are respectively formed with recesses 19 and 20 at upper end portions 11b and 12b that are connected to the crown portion 7, respectively. The thicknesses of the portions 11d and 12d in which the concave portions 19 and 20 are formed are substantially the same as those of the upper end portions 11b and 12b, and the portions 11d and 12d are formed inwardly in a curved shape. , So-called constricted portions 11d and 12d. And it is formed so that the thickness from these constriction parts 11d and 12d to lower end parts 11c and 12c by the side of opening of piston 1 may become thick gradually. The constricted portions 11d and 12d are formed at positions above the center Q of the pin holes 13a and 14a of the pin boss portions 13 and 14.

  More specifically, each of the recesses 19 and 20 is formed by notching the inner side of the original wall portion indicated by the one-dot chain line in FIG. 1 in an arc shape, and as shown by the oblique lines in FIGS. The upper end portions 16 a and 17 a of the portion 10 are formed from the vicinity of both side portions of the base portions of the pin boss portions 13 and 14. As a result of the formation of the recesses 19 and 20, the wall portions where the recesses 19 and 20 are formed are formed in the constricted portions 11d and 12d. Further, the lower wall portions 11a, 12a from the constricted portions 11d, 12d to the lower end portions 11c, 12c are formed so as to gradually expand in diameter.

  In other words, considering the distance between the inner side surfaces of the opposing wall portions 11a and 12a of the apron portions 11 and 12, as shown in FIG. 1, the distance L between the concave portions 19 and 20 is long, and the constriction The distance L1 between the portions 11d and 12d is the shortest, and as the distance from the constricted portions 11d and 12d downwards along the piston axis P, the distance gradually increases and the distance between the lowermost end portions 11c and 12c increases. The distance L2 is formed to be the maximum.

  Therefore, the piston 1 has a lower rigidity on the upper end side of the skirt portions 8 and 9 from the upper end portions 11b and 12b where the concave portions 19 and 20 are formed to the constricted portions 11d and 12d, and the lower end from the constricted portions 11d and 12d. The skirt portions 8 and 9 up to the portions 11c and 12c are formed so that the rigidity gradually increases.

  Each connecting portion 10 is formed in an arc shape along the circumferential direction from each side end of each skirt portion 8, 9 to the apron portions 11, 12, and each arc-shaped inner peripheral portion 16 and 2A and 3, each outer peripheral portion 17 has a radius of curvature that gradually increases in the axial direction of the piston 1, that is, from the upper end portions 16a and 17a to the lower end portions 16b and 17b. It is formed continuously.

  That is, the respective radii of curvature of the inner peripheral portion 16 and the outer peripheral portion 17 are set in a skirt-like shape of about 10 mm to 30 mm from the small upper end portions 16a, 17a to the large lower end portions 16b, 17b, The spread increases proportionally and continuously.

  Further, the arc widths W and W1 are different in rate of change in the arc widths W and W1 in the vertical direction on the inner peripheral part 16 side and the outer peripheral part 17 side of each connecting part 10. That is, on each outer peripheral portion 17 side, the arc width length W is set to be relatively small, and the rate of change of the arc width length W from the upper end portion 17a to the lower end portion 17b is set to be small. On the other hand, the length W1 of the arc width is set relatively large on each inner peripheral portion 16 side, and the rate of change of the arc width length W1 from the upper end portion 16a to the lower end portion 16b is higher than that on the outer peripheral portion 17 side. Is also set larger.

  Thus, by setting the arc width length W1 on the inner peripheral part 16 side of the connecting part 10 to be larger and the change rate of this length W1 to be larger than that on the outer peripheral part 17 side, the thickness of the connecting part 10 can be reduced. The upper end portion on the crown portion 7 side can be gradually increased from the piston lower end portion. That is, the inner peripheral portion 17 of the connecting portion 10 is formed so that the circular arc surface is substantially flat, so that the circumferential and vertical rigidity of the skirt portions 8 and 9, that is, the overall rigidity is substantially uniform. can do.

  Then, due to the arc shape and the curved shape of each of the skirt portions 8 and 9 and each of the connecting portions 10 and the apron portions 11 and 12, the overall shape seen from the bottom surface is almost elliptical as shown in FIGS. It is formed in a shape and is formed in a bowl shape as a whole.

  Further, a build-up portion 18 is locally provided at the lower end portion 16b of the inner peripheral portion 16 of each of the connecting portions 10. As shown in FIG. 2B, each build-up portion 18 is integrally provided on the lower end portion 16 b side of the inner peripheral portion 16 of each connection portion 10, has an inner surface formed in an arc shape, and has the most meat. The thick lower end edge is located at the same position as the lower end edge of the inner peripheral portion 16 of the connecting portion 10. Further, the build-up portion 18 is formed so as to be gradually thinned upward from the lower end edge 18b, and the arc-shaped upper end edge 18a is gently and continuously formed on the lower end portion 16b of the inner peripheral portion 16 of the connecting portion 10. Is bound to.

  Due to the presence of the build-up portion 18, the rigidity of the lower end side of the skirt portions 8 and 9 in a free state is increased, and the rigidity of the skirt portions 8 and 9 as a whole can be made more uniform.

  As described above, according to the present embodiment, since each connecting portion 10 is formed in an arc shape, the entire connecting portion 10 functions as a spring action, and thus each skirt portion at the time of the reciprocating stroke of the piston 1. Large deformation of the thrust side skirt portion 8 and the anti-thrust side skirt portion 9 can be suppressed when the outer peripheral surfaces of the cylinders 8 and 9 are in contact with the cylinder wall surface 3.

  In addition, in the present embodiment, since both the apron portions 11 and 12 are also formed in a curved shape, both the apron portions 11 and 12 also have a slight spring action due to deformation. Therefore, in combination with the spring action of each connecting portion 10, the contact area of each skirt portion 8, 9 with respect to the cylinder wall surface 3 is increased, and an increase in local surface pressure can be suppressed.

  That is, as described above, since both the skirt portions 8 and 9 and the connecting portions 10 and the apron portions 11 and 12 are substantially elliptical, the contact pressure acting on the skirt portions 8 and 9 is used. Is absorbed by the spring action of each connecting portion 10 and each apron 11, 12, thereby dispersing the surface pressure applied to each skirt 8, 9 and suppressing the generation of excessive surface pressure. It can be done.

  Further, the radii of curvature of the respective connecting portions 10 are formed so as to gradually increase from the upper end portions 16a, 17a toward the lower end portions 16b, 17b, thereby providing rigidity on both side ends of the skirt portions 8, 9. That is, the rigidity on the apron portions 11 and 12 side can be made substantially uniform in the piston axial direction. That is, since the lower end portions 16b and 17b side of each connecting portion 10 are free ends (free state), if the same thickness as the upper end portions 16a and 17b side, these stiffnesses are the upper end portions 16a, Lower than the 17a side. Therefore, by gradually increasing the thickness from the upper end portions 16a, 17a toward the lower end portions 16b, 17b, the rigidity is uniformized as a whole.

  As a result, the surface pressure of the skirt portions 8 and 9 with respect to the cylinder wall surface 3 can be made uniform to reduce the contact surface pressure, thereby effectively reducing friction.

  The graph shown in FIG. 8 shows the position between the upper end and the lower end of the thrust side skirt and the amount of deformation of the thrust side skirt corresponding to this position under the same load condition that contacts the cylinder wall surface 3 during the expansion stroke. The result of having compared the piston 1 (solid line) of this embodiment with the conventional piston (broken line) by experiment is shown.

  As can be seen from the above, in the conventional piston, the amount of deformation on the lower end side is larger than that on the upper end side. However, in the piston 1 of the present embodiment, the position is slightly lowered from the upper end portion or at the lowermost end side. Although the amount of deformation is slightly increased, it is clear that the amount of deformation is small as a whole.

  This is because in the present embodiment, the rigidity of the thrust side skirt portion 8 as a whole is uniformized due to the unique arc shape and thickness structure of each connecting portion 10 and the presence of the built-up portion 18. .

  In the present embodiment, as described above, since the concave portions 19 and 20 are formed at the connecting portions of the apron portions 11 and 12 with the skirt portions 8 and 9, respectively, the crowns of the skirt portions 8 and 9 are formed. The rigidity in the radial direction on the part 7 side is slightly lowered as compared with the conventional one. Therefore, when the piston 1 is inclined due to combustion pressure and the skirt portions 8 and 9 come into contact with the cylinder wall 3, the crown portion 7 side of the skirt portions 8 and 9 has a strong contact with the cylinder wall 3. It is suppressed. That is, the strong contact of the skirt portions 8 and 9 on the crown portion 7 side is relieved by the decrease in rigidity due to the concave portions 19 and 20, and the increase in friction due to the local contact of the skirt portions 8 and 9 can be suppressed.

  FIG. 9 shows an actual measurement result of the frictional force between the piston 1 of this embodiment and the conventional piston. The horizontal axis represents time (crank angle N), the left vertical axis represents friction force, the right vertical axis represents friction loss (W), the upper waveform in the figure represents the friction force, and the lower waveform represents the friction loss. Respectively. Both of the two waveforms indicate that the greater the amplitude, the greater the friction force and friction loss. The time axis is from -360 ° to 360 ° in the crank angle and corresponds to one cycle of the internal combustion engine (four strokes of intake-compression-expansion-exhaust).

  As is apparent from this figure, the piston 1 (solid line) of the present embodiment has lower frictional force and friction loss during the stroke than the conventional piston (broken line), particularly at a crank angle of 0 to 90 °. The trend is prominent. This can be realized for the first time by the above-described unique structure of the piston 1 of the present embodiment, that is, the concave portions 19 and 20 on the apron portions 11 and 12 side, the thickness change of the connecting portion 10, etc. In the piston 1 of the configuration, the friction loss can be reduced by about 25% compared to the conventional piston.

  Further, in the present embodiment, the constricted portions 11d and 12d, which are changing points, are located closer to the crown portion 7 than the center Q of the pin holes 13a and 14a, whereby the weight of the piston 1 as a whole can be reduced. That is, when the constricted portions 11d and 12d are located on the lower end portions 11c and 12c side opposite to the crown portion 7 side from the center Q of the pin holes 13a and 14a, the constricted portions 11d as shown by the one-dot chain line in FIG. , The inclination angle from 12d to the outside increases and the upper end portions 11b and 12b must be coupled to the outer peripheral edge side of the crown portion 7. For this reason, in order to reduce the weight, it becomes impossible to cut out the lower portion of the outer peripheral portion of the crown portion 7 to cut out the meat. As a result, the thickness of the lower portion of the outer peripheral portion of the crown portion 7 must be increased, and thus the weight is inevitably increased. However, when it is on the crown portion 7 side as in this embodiment, it is necessary to increase the thickness. It is possible to reduce weight because there is no.

[Second Embodiment]
10 to 13 show a second embodiment. On the premise of the basic structure of the first embodiment, the apron portions 11 and 12 are slightly curved outward, but the axis P of the piston 1 is shown in FIGS. It is formed substantially vertically without being inclined along the direction. In other words, unlike the first embodiment, the apron portions 11 and 12 are formed substantially in parallel, not in the shape of a bowl having a vertical cross section.

  In addition, each of the connecting portions 10 is formed substantially the same so that the radius of curvature on the outer peripheral portion 17 side does not change in the vertical direction, while the radius of curvature on the inner peripheral portion 16 side changes from the upper end portion 16a to the lower end portion 16b. It is formed so as to become gradually larger.

  Further, each of the recesses 19 and 20 is formed by notching the original wall portion indicated by a one-dot chain line in FIG. 10 in the shape of an arc as in the first embodiment. As shown by the oblique lines in FIG. Are formed from the upper end portions 16a, 17a to the vicinity of both side portions of the pin boss portions 13, 14. As a result of the formation of the recesses 19 and 20, the wall portions where the recesses 19 and 20 are formed are formed in the constricted portions 11d and 12d. Further, the lower wall portions 11a and 12a are formed substantially in parallel with the constricted portions 11d and 12d, and the lower wall portions 11a and 12a are formed with a relatively large thickness and substantially uniform. .

  In other words, considering the distance between the inner side surfaces of the opposing wall portions 11a and 12a of the apron portions 11 and 12, as shown in FIG. 10, the distance L between the concave portions 19 and 20 is the longest, The distance L1 between the constricted portions 11d and 12d becomes shorter, and the distance L2 from the constricted portions 11d and 12d to the lower end portions 11c and 12c that are spaced downward along the piston axis P is the same as L1. Is formed. Accordingly, the piston 1 is less rigid at the portions where the recesses 19 and 20 are formed, that is, at the upper end portions 11b and 12b of the skirt portions 8 and 9 at the constricted portions 11d and 12d, and the constricted portions 11d and 12d. To the lower end portions 11c and 12c, the skirt portions 8 and 9 are formed to have high rigidity and substantially the same size.

  Therefore, in this embodiment, the spring force is exerted by the slightly curved shape of the apron parts 11 and 12 as in the first embodiment. Is hardly changed in the vertical direction and greatly changes in the vertical direction of the inner peripheral portion 16, so that the thickness of the lower end portion where the rigidity is likely to be lowered is sufficiently larger than the upper end portion, and the skirt portion 8. Uniform rigidity of the entire 8, 9 can be promoted.

  Therefore, the bias of rigidity of each skirt part 8 and 9 can be suppressed by the spring action of the apron parts 11 and 12 and the spring action of each connection part 10 and the change in the thickness of each connection part 10. , 9 can be sufficiently suppressed from being biased against the cylinder wall surface 3.

  Further, the apron portions 11 and 12 can be formed in a substantially flat shape instead of a curved shape. As a result, when the skirt portions 8 and 9 are brought into pressure contact with the cylinder wall surface 3, the spring action at the apron portions 11 and 12 hardly works, and the spring action at the connection portions 10 works exclusively.

  Further, since the rigidity of the upper ends of the skirt portions 8 and 9 by the concave portions 19 and 20, that is, the crown portion 7 side is reduced, strong contact with the cylinder wall 3 is suppressed, and local frictional force is reduced. The increase can be suppressed as in the first embodiment.

  The present invention is not limited to the configuration of the above-described embodiment. For example, the connecting portion 10 can be formed only on the thrust side skirt portion 8 side where the pressure contact load increases. Moreover, each said connection site | part 10 may be chamfered R shape, for example, without forming in circular arc shape.

  Furthermore, the formation range, depth, and the like of each of the recesses 19 and 20 can be arbitrarily set according to the specifications and size of the piston 1.

  Moreover, it is also possible to coat the outer peripheral surfaces of the skirt portions 8 and 9 with a low friction material for reducing friction with the cylinder wall surface 3.

  Furthermore, the material of the piston is not limited to aluminum, and various metals such as iron and magnesium can be employed.

  In addition, the piston of the present invention can be applied to various internal combustion engines such as a V type and a W type, and can also be applied to various internal combustion engines such as a single cylinder type and a multi-cylinder type.

The technical ideas of the invention other than the claims ascertained from the embodiment will be described below.
(A) In the piston of the internal combustion engine according to claim 1,
The thickness of the apron part is substantially equal to the part where the distance from the opposing apron part becomes smaller from the crown part side in the axial direction, and becomes thicker as the distance further increases. A piston for an internal combustion engine.

According to the present invention, since the rigidity on the open side opposite to the crown portion of the piston is increased, the rigidity of the entire skirt portion can be made uniform, and thereby, the outer peripheral surface of the skirt portion and the cylinder wall surface can be made uniform. Large deformation of the skirt during contact can be suppressed. As a result, friction can be effectively reduced.
[Claim b] In the piston of the internal combustion engine according to claim 1,
An internal combustion engine characterized in that the changing point that changes so as to increase from the region that changes so that the distance to the apron portion on the other side that opposes becomes smaller exists on the crown side than the center of the pin hole of the pin boss. piston.

According to this invention, since the constriction part which is the said change point exists in the crown part side from the center of a pin hole, weight reduction of the whole piston can be achieved. That is, if the constricted part is in the direction opposite to the crown part side from the center of the pin hole, the thickness of the lower part of the outer peripheral part of the crown part must be increased. As in the case of the invention, when it is on the crown side, it is not necessary to make it thick, so that the weight can be reduced.
[Claim c] In the piston of the internal combustion engine according to claim 1,
The distance between the facing apron part and the apron part facing away from the crown part side becomes smaller as the distance from the crown part increases in the axial direction. A piston for an internal combustion engine.
[Claim d] In the piston of the internal combustion engine according to claim c,
The portion of the apron portion on the opposite side becomes smaller as the distance from the crown portion side increases in the axial direction, and the portion where the distance increases as the distance further increases is formed at least at the end portion on the thrust side skirt portion side. An internal combustion engine piston.
(Claim e) In the piston of the internal combustion engine according to claim 1,
The distance from the opposite apron part decreases as the distance from the crown part increases in the axial direction, and the distance increases as the distance further increases, except for the pin boss part in the apron part on the one side. A piston for an internal combustion engine, characterized by being formed in a range.
[Claim f] In the piston of the internal combustion engine according to claim 1,
The piston of an internal combustion engine, wherein at least the skirt portion on one side has a circumferential width that increases with distance from the crown portion side in the axial direction.
[Claim g]
A crown that defines a combustion chamber; a pair of arc-shaped skirts that are provided integrally with the crown and slide on the cylinder wall surface; and a pair of arc-shaped skirts on the opposite side of the thrust side; A pair of apron portions connected to the ends and having pin boss portions for supporting both ends of the piston pin,
The inner and outer surfaces of the wall portion of the apron portion on at least one side become less rigid near the crown portion side, and the stiffness increases as the distance from this portion toward the outer edge side in the axial direction increases. A piston for an internal combustion engine, characterized by being formed to be substantially equivalent.

DESCRIPTION OF SYMBOLS 1 ... Piston 2 ... Cylinder block 3 ... Cylinder wall surface 4 ... Combustion chamber 5 ... Piston pin 7 ... Crown part 7a ... Crown surface 8 ... Thrust side skirt part 9 ... Anti-thrust side skirt part 10 (10a, 10b) ... Connection part 11 · 12 · Apron portion 11a · 12a · Wall portion 11b · 12b · Upper end portion 11c · 12c · Lower end portion 11d · 12d · Constriction portion 13 · 14 · Pin boss portion 13a, 14a · Pin hole 16 · Inner peripheral portion 17 · Outer peripheral portion 18 ... Overlaying part 19/20 ... Concave part P ... Piston axis

Claims (3)

A crown that defines a combustion chamber; a pair of arc-shaped skirts that are provided integrally with the crown and slide on the cylinder wall surface; and a pair of arc-shaped skirts on the opposite side of the thrust side; A pair of apron portions connected to the ends and having pin boss portions for supporting both ends of the piston pin,
The inner and outer surfaces of the wall portion of the at least one apron portion have a short distance between the apron portion on the other side and the apron portion on the opposite side in the vicinity of the crown portion, and the edge side in the axial direction from the short portion on the crown portion side. A piston for an internal combustion engine, which is formed so as to become longer as it is spaced apart. A crown that defines a combustion chamber; a pair of arc-shaped skirts that are provided integrally with the crown and slide on the cylinder wall surface; and a pair of arc-shaped skirts on the opposite side of the thrust side; A pair of apron portions connected to the ends and having pin boss portions for supporting both ends of the piston pin,
The inner and outer surfaces of the wall portion of the at least one apron portion are formed so that the rigidity decreases near the crown portion and increases as the distance from the low rigidity portion near the crown portion increases toward the edge in the axial direction. A piston for an internal combustion engine characterized by that. A crown that defines a combustion chamber; a pair of arc-shaped skirts that are provided integrally with the crown and slide on the cylinder wall surface; and a pair of arc-shaped skirts on the opposite side of the thrust side; A pair of apron portions connected to the ends and having pin boss portions for supporting both ends of the piston pin,
The inner and outer surfaces of the wall portion of the at least one apron portion have a short distance between the apron portion on the other side and the apron portion on the opposite side in the vicinity of the crown portion, and the edge side in the axial direction from the short portion on the crown portion side. A piston for an internal combustion engine characterized by being formed so as to be substantially the same in the direction in which they are separated from each other.

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