JPH0118820Y2 - - Google Patents
Info
- Publication number
- JPH0118820Y2 JPH0118820Y2 JP1982027041U JP2704182U JPH0118820Y2 JP H0118820 Y2 JPH0118820 Y2 JP H0118820Y2 JP 1982027041 U JP1982027041 U JP 1982027041U JP 2704182 U JP2704182 U JP 2704182U JP H0118820 Y2 JPH0118820 Y2 JP H0118820Y2
- Authority
- JP
- Japan
- Prior art keywords
- piston
- cylinder head
- dead center
- foamed metal
- top dead
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 229910052751 metal Inorganic materials 0.000 claims description 11
- 239000002184 metal Substances 0.000 claims description 11
- 229910000838 Al alloy Inorganic materials 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 238000005266 casting Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000006260 foam Substances 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
Landscapes
- Pistons, Piston Rings, And Cylinders (AREA)
Description
【考案の詳細な説明】
本案は上死点におけるピストンとシリンダヘツ
ドとの間に可及的に隙間を形成しないようにした
デイーゼルエンジン用のピストンに関するもので
ある。[Detailed Description of the Invention] The present invention relates to a piston for a diesel engine that is designed to minimize the formation of a gap between the piston and the cylinder head at top dead center.
デイーゼルエンジンにおいてピストンが上死点
に達したとき、ピストンの頂面とシリンダヘツド
との間に隙間を生じないようにすれば圧縮比の増
大をもたらし、スモークや燃費の改善に寄与する
とともに出力を増大せしめることができる。 When the piston reaches top dead center in a diesel engine, if there is no gap between the top surface of the piston and the cylinder head, the compression ratio will increase, contributing to smoke reduction and fuel efficiency, as well as increasing output. It can be increased.
一般にピストンはアルミ合金等によつて頂部、
周壁部、スカート部を一体として鋳造してあり、
上死点におけるピストンとシリンダヘツドとの衝
突、干渉を防止するため、上死点においてピスト
ンとシリンダヘツドとの間の隙間を少くとも0.6
mm程度とした。 Generally, the piston is made of aluminum alloy, etc.
The peripheral wall and skirt are cast as one piece,
To prevent collision and interference between the piston and cylinder head at top dead center, the gap between the piston and cylinder head at top dead center should be at least 0.6.
It was about mm.
即ち、シリンダヘツドガスケツト、ピストン、
ピストンピン、コンロツド、コンロツドメタル、
クランクシヤフト、クランクメタル等各部材の寸
法公差、熱膨張などによつて衝突、干渉を防止す
るためには、ピストンとシリンダヘツドとの間の
隙間を少くとも0.6mm程度とすることは不可避で
あつた。 i.e. cylinder head gasket, piston,
piston pin, connecting rod, connecting rod metal,
In order to prevent collisions and interference due to dimensional tolerances and thermal expansion of various parts such as the crankshaft and crank metal, it is unavoidable that the gap between the piston and cylinder head be at least 0.6 mm. Ta.
本案は前記のような事情から、ピストン構造を
変革して組付けられた関連部材の現状と、エンジ
ン作動の実際とに応じてピストンとシリンダヘツ
ドとの間に可及的に隙間を形成しないようになし
得るピストンを提供するものであつて、ピストン
の頂部を発泡金属により形成し、エンジン組立調
整時において、ピストンが上死点に到達したとき
ピストンの頂面がシリンダヘツドの下面に衝当す
るようにし、前記頂部のピストン軸線方向変形量
が前記発泡金属の圧縮塑性変形可能範囲内である
ように設定することを特徴とするピストンであ
る。 In view of the above-mentioned circumstances, this project is designed to change the piston structure so as to minimize the formation of gaps between the piston and the cylinder head, depending on the current state of the assembled related parts and the actual engine operation. The top of the piston is made of foamed metal, and the top surface of the piston hits the bottom surface of the cylinder head when the piston reaches top dead center during engine assembly and adjustment. The piston is characterized in that the amount of deformation of the top portion in the axial direction of the piston is set within a compressive plastic deformable range of the foamed metal.
本案実施例を図面について説明する。 An embodiment of the present invention will be explained with reference to the drawings.
第１図に示すようにピストン１はアルミニウム
合金からなり上部１ｂ、胴部１ｃ、スカート部１
ｄを形成する本体１Ａに一体としてある。即ちピ
ストン１を鋳造する際に本体１Ａをアルミニユウ
ム合金部分とし、頂部１ａを発泡金属部分として
一体鋳造し、所要の加工を施して頂部１ａに燃焼
室２を形成し胴部１ｃにリング溝３，３，３を周
設しスカート部１ｄにピストンピン孔４を設けて
ある。 As shown in FIG. 1, the piston 1 is made of aluminum alloy, and includes an upper part 1b, a body part 1c, and a skirt part 1.
It is integrated into the main body 1A forming the main body d. That is, when casting the piston 1, the main body 1A is made of an aluminum alloy part, the top part 1a is integrally cast as a foamed metal part, and the combustion chamber 2 is formed in the top part 1a by performing the necessary processing, and the ring groove 3 is formed in the body part 1c. 3, 3 are provided around the circumference, and a piston pin hole 4 is provided in the skirt portion 1d.
前記発泡金属としてはピストンの軸線方向に極
僅か圧縮可能であり、圧縮させ塑性変形させ得る
例えば多孔質焼結金属等であつて、ピストンの頂
部構成に不可欠な条件、即ち、高温度に耐えるこ
と、熱伝導率の高いこと、熱膨張率の小さいこ
と、重量が軽く強度が大であること等を満足する
ものが望ましい。 The foamed metal is a porous sintered metal that can be compressed very slightly in the axial direction of the piston and can be compressed and plastically deformed, and must meet the essential requirements for the top structure of the piston, namely, to withstand high temperatures. It is desirable that the material satisfies the following requirements: high thermal conductivity, low coefficient of thermal expansion, light weight, and high strength.
本案ピストンは前記のように構成してあり、第
２図に示すようにシリンダヘツド５、シリンダブ
ロツク６、シリンダヘツドガスケツト７、弁８、
ピストンリング９，９，９をリング溝３，３，３
にそれぞれ嵌装しピストン１を上下摺動自在とし
て、エンジンを組立て、ピストン１の頂部１ａを
形成する発泡金属のピストン軸線方向圧縮塑性変
形量に見合う範囲内でピストン１が上死点に達し
たときシリンダヘツド５の下面に衝当するようピ
ストン１を設定する。 The piston of the present invention is constructed as described above, and as shown in FIG. 2, it includes a cylinder head 5, a cylinder block 6, a cylinder head gasket 7, a valve 8,
Piston rings 9, 9, 9 into ring grooves 3, 3, 3
The engine was assembled with the piston 1 slidable up and down, and the piston 1 reached the top dead center within a range commensurate with the amount of compressive plastic deformation in the piston axial direction of the foam metal forming the top portion 1a of the piston 1. The piston 1 is set so as to abut against the lower surface of the cylinder head 5.
このように設定したのち、エンジンを作動すれ
ば最初の一回転においてピストン１の頂部１ａは
シリンダヘツド５の下面５ａに衝当し、頂部１ａ
の頂面１a′はピストン１の軸線方向に僅か圧縮さ
れて仮想線１a″で示す状態となる。 After setting in this manner, when the engine is operated, the top portion 1a of the piston 1 hits the lower surface 5a of the cylinder head 5 during the first rotation, and the top portion 1a
The top surface 1a' of the piston 1 is slightly compressed in the axial direction of the piston 1, and is in the state shown by the imaginary line 1a''.
従つてピストン１が上死点において、頂部１ａ
をシリンダヘツド５の下面に衝当させ頂面１a′が
ピストン１の軸線方向に変位し圧縮され塑性変形
せしめられたことは頂面１a′とシリンダヘツド５
の下面とは当接状態にあつて、頂面１a′とシリン
ダヘツド５の下面との間には隙間が存在しないこ
とになる。 Therefore, when the piston 1 is at the top dead center, the top portion 1a
When the piston 1 hits the lower surface of the cylinder head 5, the top surface 1a' is displaced in the axial direction of the piston 1, compressed, and plastically deformed.
It is in contact with the lower surface, and there is no gap between the top surface 1a' and the lower surface of the cylinder head 5.
このようにして最初の一回転によつて実際に組
立てられた状態でシリンダヘツド５の下面にピス
トン１の頂部１ａを衝当させ、ピストン１の頂面
１a′とシリンダヘツド５の下面５ａとをピストン
１の上死点において当接させるようにしておけれ
ば以後のエンジン作動時においてもピストン１が
上死点に達したとき常にピストン１の頂面１a′と
シリンダヘツド５の下面５ａとは当接状態にあ
り、隙間を形成しないこととなる。 In this manner, the top 1a of the piston 1 is brought into contact with the bottom surface of the cylinder head 5 in the assembled state by the first rotation, and the top surface 1a' of the piston 1 and the bottom surface 5a of the cylinder head 5 are brought into contact with each other. If the piston 1 is brought into contact at the top dead center, the top surface 1a' of the piston 1 and the bottom surface 5a of the cylinder head 5 will always be in contact with each other when the piston 1 reaches the top dead center during subsequent engine operation. They are in a state of contact and no gap is formed.
本案はピストン頂部を発泡金属により形成する
ことによりピストンおよびシリンダヘツド等の関
連エンジン部品の寸法公差を吸収し、かつ実際の
熱膨張による変形等に適応してピストンの上死点
におけるピストン頂面とシリンダヘツド下面との
間に隙間を形成しないようにするとともに互いに
干渉しないようにするから、燃焼状態を良好とし
て燃費の改善、排気ガス、スモークの浄化等を達
成し出力の増大をもたらす等の効果を発揮する。 This design absorbs the dimensional tolerances of related engine parts such as the piston and cylinder head by forming the top of the piston with foamed metal, and adapts to the deformation caused by actual thermal expansion, so that the top surface of the piston at the top dead center of the piston can be adjusted. This prevents the formation of a gap between the cylinder head and the lower surface of the cylinder head and prevents them from interfering with each other, resulting in better combustion conditions, improved fuel efficiency, purification of exhaust gas and smoke, and increased output. demonstrate.
第１図は本案ピストンの要部断面側面図、第２
図は同、設定状態説明図である。
１……ピストン、１ａ……頂部、１a′……頂
面、１ｂ……上部、１ｃ……胴部、１ｄ……スカ
ート部、１Ａ……本体、２……燃焼室、３……リ
ング溝、４……ピストンピン孔、５……シリンダ
ヘツド、６……シリンダブロツク。
Figure 1 is a cross-sectional side view of the main parts of the proposed piston, Figure 2
The figure is an explanatory diagram of the setting state. 1...Piston, 1a...Top, 1a'...Top surface, 1b...Top, 1c...Body, 1d...Skirt, 1A...Body, 2...Combustion chamber, 3...Ring groove , 4... Piston pin hole, 5... Cylinder head, 6... Cylinder block.
Claims (1)
ジン組立調整時において、ピストンが上死点に到
達したときピストンの頂面がシリンダヘツドの下
面に衝当するようにし、このときの前記頂部のピ
ストン軸線方向変形量が前記発泡金属の圧縮塑性
変形可能範囲内であるように設定することを特徴
とするピストン。 The top of the piston is made of foamed metal, and when the engine is assembled and adjusted, the top surface of the piston hits the bottom surface of the cylinder head when the piston reaches top dead center, and the direction of the piston axis of the top at this time is A piston characterized in that the amount of deformation is set within a compressive plastic deformable range of the foamed metal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2704182U JPS58130052U (en) | 1982-02-26 | 1982-02-26 | piston |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2704182U JPS58130052U (en) | 1982-02-26 | 1982-02-26 | piston |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58130052U JPS58130052U (en) | 1983-09-02 |
| JPH0118820Y2 true JPH0118820Y2 (en) | 1989-06-01 |
Family
ID=30038964
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2704182U Granted JPS58130052U (en) | 1982-02-26 | 1982-02-26 | piston |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58130052U (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5331014A (en) * | 1976-09-01 | 1978-03-23 | Mahle Gmbh | Internal combustion engine pressed aluminium piston having different insert and method of manufacturing |
-
1982
- 1982-02-26 JP JP2704182U patent/JPS58130052U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5331014A (en) * | 1976-09-01 | 1978-03-23 | Mahle Gmbh | Internal combustion engine pressed aluminium piston having different insert and method of manufacturing |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58130052U (en) | 1983-09-02 |
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