JPS5841247A - Cylinder block for engine - Google Patents
Cylinder block for engineInfo
- Publication number
- JPS5841247A JPS5841247A JP13797781A JP13797781A JPS5841247A JP S5841247 A JPS5841247 A JP S5841247A JP 13797781 A JP13797781 A JP 13797781A JP 13797781 A JP13797781 A JP 13797781A JP S5841247 A JPS5841247 A JP S5841247A
- Authority
- JP
- Japan
- Prior art keywords
- piston
- cylinder
- dead point
- lubricating condition
- engine
- 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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J10/00—Engine or like cylinders; Features of hollow, e.g. cylindrical, bodies in general
- F16J10/02—Cylinders designed to receive moving pistons or plungers
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はシリツメ表面の全領械においてピストyに対す
る摩蝉力を低減したエンジンのシリンダープayりに@
fP1゜
従来のエンジンのり11/ダーブロツクとして。DETAILED DESCRIPTION OF THE INVENTION The present invention is directed to an engine cylinder ay that reduces the frictional force on the piston y in the entire area of the surface of the piston.
fP1゜As a conventional engine glue 11/der block.
例え゛◆f第1園に示すようなものがある(「内燃横開
工学」童11111F株<4HtQ行p 19 )、r
t1図wおいて、1はシリツメブロックで、このシリツ
メブロック1のシリyダ2内にピストysが往復動自在
に設けられており、ピストンS上部の燃暁室に生じる大
鎗なガス圧を受けてピストンSが下降し、コンクツド4
v介してクランク軸5t’[動fるように作用する。For example, there is something like the one shown in ゛◆f No. 1 (“Internal Combustion Horizontal Opening Engineering” Child 11111F stock < 4HtQ line p 19), r
In Fig. t1 and w, 1 is a solid block, and a piston ys is provided in a cylinder 2 of this block 1 so as to be able to reciprocate, and a large piston ys is generated in the combustion chamber above the piston S. The piston S descends under pressure, and the concrete 4
V acts to move the crankshaft 5t' [f].
前方、かかるエンジンにおいては、@2gAに示すよ’
SKS見上死点。点でピストン3の速度が零となり、こ
れらの中間行程で最大となり、燃焼型のガス圧は票5図
に示すように圧纏爆罹行穆の上死点近傍で最大となる。Forward, in such an engine, as shown in @2gA'
SKS top dead center. The speed of the piston 3 becomes zero at the point, and reaches its maximum at these intermediate strokes, and the combustion type gas pressure reaches its maximum near the top dead center of the compression explosion, as shown in Figure 5.
このためピストy3およびピストンリング6とシリンダ
2とは、ピストylの速度が達〈ガス圧の高い上死点近
傍で互いに潤滑油Ov介して聾近し、遂には、一部で固
体同士が接触する。第4図に示イような境界潤滑状態と
なり、摩擦が増大する。ピストン1が下がるにしたがっ
てピストン速度が増し、ガス圧が低下するため前配境界
濶隋と。For this reason, the piston y3, the piston ring 6, and the cylinder 2 reach the speed of the piston yl (near the top dead center where the gas pressure is high) and approach each other through the lubricating oil Ov, and finally, the solid parts come into contact with each other in a part. do. A state of boundary lubrication as shown in FIG. 4 is created, and friction increases. As the piston 1 descends, the piston speed increases and the gas pressure decreases, causing the front boundary to drop.
ピストン!!およびピストンリング6とシリy〆2との
間に充分な潤滑油が介在する纂5図に示すような流体潤
滑状態と前記境界潤滑の中間状態の1合濶滑状鰺となり
、i5らKは完全な流体潤滑状lへと!化する。これに
ともな−摩擦力は上死点近傍で高(、下死点に近くなる
につれて低下する。piston! ! Then, the piston ring 6 and the cylinder y 2 are in an intermediate state between the fluid lubrication state and the boundary lubrication as shown in Fig. 5, in which there is sufficient lubricating oil, and i5 and K are To complete fluid lubrication! become Along with this, the frictional force is high near the top dead center (and decreases as it gets closer to the bottom dead center).
一方、ずペリ軸受について潤滑条件を表わす定数(1)
972m:マ潤滑油の粘性係数、N、軸の回転数p転軸
荷重)と摩擦係数の関係が表面島らさtバ単
ラメーメとして1III7のようになることが知られて
おり(月刊誌「潤滑J vol 2 s、 A9. P
6Bm。On the other hand, the constant (1) representing the lubrication conditions for the periphery bearing
It is known that the relationship between the coefficient of viscosity of the lubricating oil, N, rotational speed of the shaft, p and rolling load) and the coefficient of friction is as shown in 1III7 as a surface island. Lubrication J vol 2 s, A9.P
6Bm.
19711)表面あら畜が滑らかであると(大曲lI)
’II K/p、が小言い(高荷重、低回転)IIII
I!盲で流体潤滑が保たれ、摩擦係数も低い置となるが
、さらに’II N / p戯が低下し潤滑条件が厳し
くなると混合潤滑から流体潤滑に急Ks行するために摩
擦係数が急に増大する。一方0表面あら言が粗いと。19711) The surface roughness is smooth (Omagari II)
'II K/p, nagging (high load, low rotation) III
I! Fluid lubrication is maintained in a blind state, and the friction coefficient is kept low, but when the 'II N/p ratio decreases and the lubrication conditions become severe, the friction coefficient suddenly increases due to the rapid transition from mixed lubrication to fluid lubrication. do. On the other hand, 0's surface is rough.
(peal)#隋条件が緩やかなTIN/pmが比較的
大館いとζろで流体潤滑から、混曾潤滑Kl1行し摩−
係数が増大してし壇うため、同じηN/pm−C’も表
面あらさが粗い万が摩擦力が大きくなってしま)、シか
し、−8らに潤滑条件が厳しいマ’/Pmが小さ一領斌
でamが滑らかな方が摩擦係数が太き(なる。(peal)
Since the coefficient increases, the same ηN/pm-C' has a rough surface, but the frictional force increases). The smoother the am, the thicker the coefficient of friction.
また、シ9yダ2とピストysおよびピストンリング4
の1llI清東件はエツジygi荷、エンジシ回転、ピ
ストy位置などによって大t<を化するため、潤滑条件
を決めるピストン連W、ガス圧に応じた表面あらさt遍
当に選択することによりシリンダ2とピストンI%およ
びピストンリング4の摩擦力を低減させることが可能と
なる。In addition, the cylinder 9y 2, the piston ys and the piston ring 4
In the 1llI Seito matter, the t< is changed depending on the edge ygi load, the engine rotation, the piston y position, etc., so the piston series W, which determines the lubrication conditions, and the surface roughness t according to the gas pressure are uniformly selected. 2, the piston I%, and the frictional force between the piston ring 4 can be reduced.
しかしながら、従来の工yジンのシリノダープaツタに
おいては、シリツメ2表面の粗さが上下方向の全域に亘
って均一に仕上げられていたため。However, in the conventional silinodarp ivy, the roughness of the surface of the cuff 2 was uniformly finished over the entire area in the vertical direction.
表面粗−gを大きくするとピストン速度が遅く、ガス圧
の高い上死点近傍の摩擦力は低減するが、ピストン速度
が増し、ガス圧の低下するシリンダ2の中央から下死点
近傍での流体潤滑への専行が遡れ、摩擦力が増加し、逆
に表面粗さを小さくするとその逆の関係となり、シリツ
メ2食絨Klり摩擦力を低減イることができなかった。If the surface roughness -g is increased, the piston speed is slow and the frictional force is reduced near the top dead center where the gas pressure is high. The focus on lubrication increased, and the frictional force increased; on the other hand, when the surface roughness was reduced, the opposite relationship occurred, and it was not possible to reduce the frictional force.
本発明はかかるW米の間唾点に着目して!E′gれたも
のであり、ピストンの上死点近傍におけるシリy〆の表
面粗さを大館〈シて境界潤滑状態、下死点近傍ではシリ
ンダの表面を清かにして流体潤滑状lIKして、全体と
してピストンに対する摩擦mgt’gじ、エノジノの機
幀効本の同上を図るようにした工yジノのシリy〆−ブ
ロックt’amすることを目的とする。The present invention focuses on the point between such W rice! The surface roughness of the cylinder y near the top dead center of the piston is set to Odate's boundary lubrication state, and near the bottom dead center the surface of the cylinder is clean and fluid lubrication is achieved. The object of the present invention is to create a series of engine blocks that are designed to increase the mechanical efficiency of the engine as well as the friction against the piston as a whole.
以下に1本発明の実施例t/図Wについて具体的に説明
する。Embodiment t/Figure W of the present invention will be specifically described below.
WL1図は回転偏置を例として、前述のととくでベリ軸
受の軸1転数y、軸葡重?mmオイル粘性ηに対する摩
−特性を一−AKて示したもので、!N/Paが小さく
なるKL、たがって、油膜の形成が困髄になり%流体潤
滑から1合濶?lISらに境界属滑となって摩−係数が
大赦(なり、境界潤滑領域ではその摩擦係数が前記軸回
転数ドなどに関係な(一定となっている。The WL1 diagram takes rotational eccentricity as an example, and uses the above-mentioned specifics to determine the number of shaft revolutions y and shaft weight of a Veri bearing. It shows the friction characteristics with respect to mm oil viscosity η as -AK. KL decreases in N/Pa, so the formation of an oil film becomes difficult and % fluid lubrication becomes 1 go? In the boundary lubrication region, the friction coefficient becomes constant, regardless of the shaft rotational speed.
また、境界潤滑領域および混合潤滑11I賊では摩擦係
数が摩111fる2つの物体の表面粗さによって異り1
表面粗さが大館い場合、境界潤滑11 II! tt広
いものの1表面粗さが小さい(すなわち表面が清らか)
場合の境界潤滑時における摩擦係数よりも小さくなる。In addition, in the boundary lubrication region and mixed lubrication, the coefficient of friction varies depending on the surface roughness of the two objects undergoing friction.
If the surface roughness is large, boundary lubrication 11 II! tt is wide, but the surface roughness is small (i.e. the surface is clean)
The coefficient of friction is smaller than that during boundary lubrication.
すなわち1票7図の領域3において。That is, in area 3 of 1 vote and 7 figures.
表面がある程度粗い方が摩擦係数が小さくなる。If the surface is rough to some extent, the coefficient of friction will be smaller.
一方、表面粗さが滑かであると、流体膚清領域が広くな
り表fが粗いと鎗の境界潤滑時の摩擦係数よりも小さく
なる。すなわち、藁7図の領域Cにおいて1表面が滑ら
かであれば摩懺係数が小さくなる。On the other hand, if the surface roughness is smooth, the fluid skin area will be wide, and if the surface f is rough, the friction coefficient will be smaller than the coefficient of friction during boundary lubrication of the spear. In other words, if one surface is smooth in region C of Figure 7, the friction coefficient will be small.
しかして、ピストンSが上死点近11にあると館は、ビ
スhy!Iの速度が低く、燃焼璽のガス圧が高いために
、瀾清儀件は厳しくなり境界111I滑状態となってい
る。−万、ピストンSはシリンダ2の中央部付近よりT
1にかけてピストン3の速度が早(、シかも荷重が低下
するため S隋東件は緩やかになり1合潤滑から流体潤
滑Km行fる。However, when the piston S is at 11 near the top dead center, the building is hy! Because the speed of I is low and the gas pressure of the combustion seal is high, the conditions for cleaning are severe and the boundary 111I is in a slippery state. - 10,000, piston S is T from near the center of cylinder 2
As the speed of the piston 3 increases (and the load decreases), the speed of the piston 3 becomes slower and the speed changes from 1st lubrication to fluid lubrication.
か(して、 纂711のX点を境KL、て、 第6 図
(alのシリンダ20内薗上mv、第6図(b)のよう
に表面粗さが大赦一部分2aとなし境界111清状WA
にし、内面下Sを表面粗さが小さい部分2bとなして流
体調清状llKでる。畜らにこれらの中間部tその中間
粗さの一分2cとなして混合潤滑状IIK″rることK
より、シリンダ2の上下方間の全域に夏りビスThai
に対する摩−力を低減し、工y?)yr>横槍効車舎同
上することができる。(Then, the X point of line 711 is the boundary KL, and the surface roughness of the cylinder 20 of cylinder 20 of al is mv, as shown in FIG. 6 (b). W.A.
Then, the lower inner surface S is made into a portion 2b with a small surface roughness, and a fluid clearing state llK is obtained. In addition, the intermediate part of these parts is made into a mixed lubricant with 1/2c of its intermediate roughness.
Therefore, there are summer screws in the entire area between the top and bottom of cylinder 2.
Reduces the friction force against the ) yr> Yokoyari Kashasha can do the same as above.
なお1表面粗さが大赦いところから滑らかr!r化する
位置は、ピストンSの速度(エンジンの回転数)とガス
圧(エンジン負rr)とによって異るため一義的には決
まらず1横槍動車の向上の重点をエンジン運転領域のど
こKお(かによって決會る。In addition, the surface roughness is extremely smooth. Since the position at which the piston S becomes R varies depending on the speed of the piston S (engine speed) and the gas pressure (engine negative RR), it cannot be determined unambiguously. (It will be decided by this.
また、シリンダ20表面粗さの1iftはオイル消費料
、耐焼付性の面から上死点の粗い側で、最も粗(てもα
♂、c+mRa (、Trs)sI!、下死点側の滑ら
かな側で最も清らかでもα1岸岨す程度にそれぞれ選定
することが望ましい。In addition, 1 ift of the surface roughness of the cylinder 20 is the roughest (even α
♂,c+mRa (,Trs)sI! , it is desirable to select them so that even if they are the cleanest on the smooth side on the bottom dead center side, they have a slope of α1.
上記構成になるシリンダ2の製作方法としては。The method for manufacturing the cylinder 2 having the above structure is as follows.
ホーニノグ加工v2回以上に分け、荒ホーエノダをシリ
ンダ2の全長に施した後、下半w#c仕上げホーニング
を施せば良い、さらに、シリンダ2の上11i 2 a
と下部2bの耐摩耗性[l!をつけて、上部2aの耐摩
耗性を高(することによって、ビストノSの摺動中に前
記同様の粗面を形成でることもで赦る。After honing the entire length of cylinder 2 with rough hoening in two or more steps, finish honing the lower half w#c, and then finish honing the upper half of cylinder 2.
and the wear resistance of the lower part 2b [l! By increasing the wear resistance of the upper part 2a, it is possible to prevent the formation of a rough surface similar to that described above during sliding of the Bistono S.
以上説明して診たよ’Iに1本発明によれば、シリンダ
円をピスト7が往復動するエンジンにおいて、シリンダ
の表面粗さt上死点近傍で粗(して境界側滑状@K L
、下死点近傍で清らかにして流体1111隋状mにした
ことによって、ピストンが復復動するシリンダの食領域
K[って、このピストンに対するシリy〆の摩捧抵Kt
’低威し、以ってエツジlの横槍効率の同上を図ること
がで鯉る。As explained above, according to the present invention, in an engine in which the piston 7 reciprocates in the cylinder circle, the cylinder surface roughness t is rough near the top dead center (and smooth on the boundary side @K L
By clearing the fluid 1111 near the bottom dead center and making it into the shape of the fluid 1111, the eclipse area K of the cylinder where the piston moves back and forth [that is, the frictional resistance Kt of the cylinder y on this piston]
'It has a low power, so it is possible to improve the efficiency of the horizontal spear of the edge.
第11iは従来のエンジンの断面l1Il、第2図はビ
0
スト/の速度特性図、第S図は燃焼室のガス圧特性図
@4図は境界潤滑の説明811.第5図は流体潤滑の説
明a!11.第6図(a)は本発明におけるシリy〆の
一部を破断した断面!g1%第1%(b)はその要部の
詳av示す断面図、第7図は表面粗さと摩擦係数との関
係な示f411性図である。
2・・・シリンダ、!・・・ピストン、2m・・・表面
粗すが大鎗い部分、2t)・・・表面粗さが小さい部分
。
第1図Figure 11i is a cross section of a conventional engine, Figure 2 is a speed characteristic diagram of the engine, and Figure S is a gas pressure characteristic diagram of the combustion chamber.
@4 Figure is an explanation of boundary lubrication 811. Figure 5 is an explanation of fluid lubrication a! 11. FIG. 6(a) is a partially cutaway cross section of the silicate in the present invention! g1%1% (b) is a detailed cross-sectional view of the main part, and FIG. 7 is a f411 characteristic diagram showing the relationship between surface roughness and friction coefficient. 2...Cylinder! ...Piston, 2m...Large part with rough surface, 2t)...Part with small surface roughness. Figure 1
Claims (1)
いて、シリンダ表面粗さをピストンの上死点および上死
点付近で粗くして境界潤滑状lIKし下死点および下死
点付近で清かにして流体爛滑状ll1Kしたことt時機
とするエンジンのシリンダープロッタ。In an engine in which the cylinder/inner piston moves reciprocally, the cylinder surface is roughened at and near the top dead center of the piston to provide boundary lubrication. Use the engine cylinder plotter to clean and smooth the fluid.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13797781A JPS5841247A (en) | 1981-09-02 | 1981-09-02 | Cylinder block for engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13797781A JPS5841247A (en) | 1981-09-02 | 1981-09-02 | Cylinder block for engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS5841247A true JPS5841247A (en) | 1983-03-10 |
Family
ID=15211159
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13797781A Pending JPS5841247A (en) | 1981-09-02 | 1981-09-02 | Cylinder block for engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5841247A (en) |
-
1981
- 1981-09-02 JP JP13797781A patent/JPS5841247A/en active Pending
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