EP2864617B1 - Piston and crankcase assembly for an internal combustion engine - Google Patents
Piston and crankcase assembly for an internal combustion engine Download PDFInfo
- Publication number
- EP2864617B1 EP2864617B1 EP13744418.8A EP13744418A EP2864617B1 EP 2864617 B1 EP2864617 B1 EP 2864617B1 EP 13744418 A EP13744418 A EP 13744418A EP 2864617 B1 EP2864617 B1 EP 2864617B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston
- arrangement according
- coolant
- crankcase
- cooling channel
- 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.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/16—Pistons having cooling means
- F02F3/18—Pistons having cooling means the means being a liquid or solid coolant, e.g. sodium, in a closed chamber in piston
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2201/00—Metals
- F05C2201/02—Light metals
- F05C2201/021—Aluminium
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2201/00—Metals
- F05C2201/04—Heavy metals
- F05C2201/0433—Iron group; Ferrous alloys, e.g. steel
- F05C2201/0448—Steel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2251/00—Material properties
- F05C2251/04—Thermal properties
- F05C2251/042—Expansivity
- F05C2251/046—Expansivity dissimilar
Definitions
- the present invention relates to an arrangement of a piston made of a material based on steel and a crankcase made of an aluminum-based material for an internal combustion engine, wherein the piston has a piston head and a piston skirt, wherein the piston head has a circumferential ring portion and in the Area of the ring portion has a circumferential cooling passage, wherein the piston skirt has hub bores provided with piston bosses, which are arranged via hub connections on the underside of the piston head, wherein the piston hubs are connected to each other via running surfaces.
- a generic arrangement of a piston is known, with a piston head and a piston skirt, wherein the piston head has a circumferential ring portion and in the region of the ring part a circumferential cooling channel and wherein the piston shaft provided with hub bores piston hubs arranged via hub connections on the underside of the piston head are.
- the piston hubs are connected to one another via running surfaces, wherein at least one outwardly closed bore is provided, which is arranged between a running surface and a hub bore.
- the DE 10 2009 048 124 A1 also discloses an arrangement of a piston made of a material based on steel and a crankcase for an internal combustion engine made of a material from the base of aluminum.
- the problem of different coefficients of thermal expansion is hereby solved by using a steel alloy having a coefficient of thermal expansion similar to that of the crankcase material.
- the disadvantage of this is that the selection of suitable steel materials for the piston is considerably limited.
- the DE 10 2009 018 981 A1 discloses a piston made of a steel-based material suitable for use in a crankcase made of an aluminum-based material.
- the piston hubs are spaced from the treads, ie, the mechanical connection of the piston hubs to the treads is interrupted, so that the piston shank expands more strongly with the hotter piston head, so that the increase in running play in engine operation is reduced.
- the disadvantage of this is that such a piston can absorb only limited lateral forces, since a mechanical support of the running surfaces to the piston hubs is not or only insufficiently available.
- more deformations in the region of the annular grooves may occur, which affect the function of the piston rings to seal against the combustion pressure and the combustion gases from the piston head side combustion chamber.
- the object of the present invention is to develop a generic arrangement so that it has the lowest possible engine noise during operation and the oil consumption and the blow-by effect are not excessively increased.
- the piston is made of a material based on steel and that the crankcase is made of an aluminum-based material, that four outwardly closed bores are provided in the piston, which are arranged between a running surface and a hub bore are, in order to achieve a particularly uniform temperature distribution in the piston, that the bores open into the cooling channel, and that the cooling channel and the bores contain a coolant in the form of a low-melting metal or a low-melting metal alloy.
- the arrangement according to the invention is characterized in that the heat generated in the region of the piston crown is directed via the piston head in a targeted manner into the environment of the at least four bores.
- the area between the piston hub and the piston shaft is heated comparatively strongly.
- the treads are at least partially heated more than in pistons in the prior art. This increased heating causes during engine operation, an additional thermal expansion of the piston in the region of the piston skirt, which corresponds to the regular thermal expansion of the crankcase substantially. This reduces the warm play between piston and cylinder. It has been found that an acceptable over the entire load range running clearance between the piston and the crankcase adjusts.
- the arrangement according to the invention ensures that in the finished engine, the pistons can still move freely even at low temperatures down to -30 ° C. In operational warm condition, the running clearance between the piston and the crankcase increases only slightly, so that increased secondary movements of the piston and thus increased engine noise be avoided. Furthermore, the seal to the piston head side combustion chamber is improved, so that the oil consumption and the blow-by effect are reduced.
- the difference between the diameter of the cylinder bore or the cylinder liner, on the one hand, and the diameter of the piston, on the other hand, is understood as a "game” (installation play, warm play, running play, cold play).
- the diameter of the piston is measured at its largest point.
- the piston is made of a material selected from the group consisting of precipitation-hardening ferritic-pearlitic steels (so-called AFP steels) and martensitic hardening steels with carbon contents of between 0.3 and 0.8% by weight. These materials differ mainly in their hardness, strength and manufacturability, but have approximately the same coefficients of thermal expansion between 11 and 13 E-6 1 / K.
- AFP steels precipitation-hardening ferritic-pearlitic steels
- martensitic hardening steels with carbon contents of between 0.3 and 0.8% by weight These materials differ mainly in their hardness, strength and manufacturability, but have approximately the same coefficients of thermal expansion between 11 and 13 E-6 1 / K.
- the crankcase is advantageously made of an aluminum-silicon casting material.
- the crankcase may, for example, be provided with at least one cylinder liner made of a cast iron material.
- the cylinder liners serve to reduce wear in the cylinder and are cast in a conventional manner in the crankcase.
- the resulting effective coefficient of expansion W zy of the cylinder is typically between 17 E-6 1 / K and 20 E-6 1 / K. This depends in a conventional manner on the ratio of the wall thickness of the cylinder liner to the total thickness of the cylinder wall and the material used in each case of the crankcase.
- crankcase can also be provided with at least one cylinder bore, which is provided with a coating on the basis of a ferrous material.
- Low melting metals suitable for use as coolant in the flask are especially sodium or potassium.
- low-melting metal alloys in particular Galinstan® alloys, low melting bismuth alloys and sodium-potassium alloys can be used.
- Galinstan® alloys are gallium, indium and tin alloy systems that are liquid at room temperature. These alloys consist of 65 wt% to 95 wt% gallium, 5 wt% to 26 wt% indium and 0 wt% to 16 wt% tin. Preferred alloys are, for example, those with 68% by weight to 69% by weight of gallium, 21% by weight to 22% by weight of indium and 9.5% by weight to 10.5% by weight of tin ( Mp -19 ° C), 62% by weight of gallium, 22% by weight of indium and 16% by weight of tin (mp 10.7 ° C.) and 59.6% by weight of gallium, 26% by weight. % Indium and 14.4% by weight tin (ternary eutectic, mp 11 ° C).
- Low melting bismuth alloys are well known. These include, for example, LBE (eutectic bismuth-lead alloy, mp. 124 ° C), Roses metal (50 wt .-% bismuth, 28 wt .-% lead and 22 wt .-% tin, mp.
- Orion metal 42 wt% bismuth, 42 wt% lead and 16 wt% tin, mp 108 ° C
- Quick solder 52 weight% bismuth, 32 weight% lead and 16 weight% tin, mp 96 ° C
- d'Arcets metal 50 weight% bismuth, 25 weight% lead and 25 % By weight of tin
- Wood's metal 50% by weight of bismuth, 25% by weight of lead, 12.5% by weight of tin and 12.5% by weight of cadmium, mp 71 ° C.
- Lipowitz metal 50% by weight bismuth, 27 Wt% lead, 13 wt% tin and 10 wt% cadmium, mp 70 ° C
- Harper's metal 44 wt% bismuth, 25 wt% lead, 25 wt% tin and 6 wt% cadmium, mp 75 ° C
- Cerrolow 117 43 wt% bismuth, 25 w
- Suitable sodium-potassium alloys may contain from 40% to 90% by weight of potassium. Particularly suitable is the eutectic alloy NaK with 78 wt .-% potassium and 22% by weight of sodium (mp. -12.6 ° C).
- the coolant may additionally contain lithium and / or lithium nitride. If nitrogen is used as a protective gas during filling, this can react with the lithium to lithium nitride and be removed in this way from the cooling channel.
- the coolant may further contain sodium oxides and / or potassium oxides if, during filling, any existing dry air has reacted with the coolant.
- the amount of coolant taken up in the cooling channel or holes depends on its thermal conductivity and the degree of the desired Temperature control off.
- the coolant has a filling level up to half the height of the cooling channel in order to achieve a shaker effect and thus a particularly effective heat distribution in the piston.
- the heating of the piston and thus its thermal expansion can also be controlled with the amount of filled coolant. It has been shown that sometimes even a filling of 3% to 10% of the cooling passage volume with the coolant is sufficient to ensure the function of the piston provided according to the invention in cooperation with the inventively provided crankcase.
- the Figures 1 and 2 show an embodiment of a piston 10 for an inventive arrangement.
- the piston 10 may be a one-piece or multi-piece piston.
- the piston 10 is made of a steel-based material.
- the Figures 1 and 2 show by way of example a piston 10 in the form of a one-piece box piston.
- the piston 10 has a piston head 11 with a combustion bowl 13 having the piston head 12, a peripheral land 14 and a ring portion 15 for receiving piston rings (not shown) on. In the amount of the ring section 15, a circumferential cooling channel 23 is provided.
- the piston 10 further includes a piston stem 16 with piston bosses 17 and hub bores 18 for receiving a piston pin (not shown).
- the piston hubs 17 are connected via hub connections 19 with the underside 11 a of the piston head 11.
- the piston hubs 17 are connected to one another via running surfaces 21, 22 (cf. FIG. 2 ).
- the contour of the running surfaces 21, 22 is straight in the axial direction. But there are also arched contours conceivable.
- the piston diameter for determining the clearance is always measured at its largest point.
- the piston shaft 16 has four holes 24a, 24b, 24c, 24d in the exemplary embodiment.
- the bores 24a-d in the exemplary embodiment extend approximately axially and parallel to the piston center axis M.
- the bores 24a-d may, however, also extend inclined at an angle to the piston center axis M.
- the bores 24a-d are arranged between a running surface 21, 22 and a hub bore 18. The bores 24a-d open into the cooling channel 23rd
- the piston 10 may for example be cast in a conventional manner, wherein the cooling channel 23 and the bores 24a-d can be introduced in a conventional manner by means of a salt core.
- the cooling channel 23 and the bores 24a-d are filled with a coolant.
- a coolant On the representation of the coolant was in the Figures 1 and 2 omitted for the sake of clarity. This is on the FIGS. 3 to 5 directed.
- FIG. 3 shows a first embodiment of an inventive arrangement 100 with a piston 110 made of a martensitic hardening steel with the name 42CrMo4 with a thermal expansion coefficient of 12 E-6 1 / K.
- the piston 110 is received in this embodiment in a cylinder liner 130, which in turn is accommodated in a crankcase 140.
- the cylinder liner 130 may consist of a cast iron material in a manner known per se.
- the crankcase 140 is in the embodiment of an aluminum-silicon alloy of the AlSi9 type with a thermal expansion coefficient of 23 E-6 1 / K.
- the piston 110 is substantially similar in construction to the piston 10 according to FIGS Figures 1 and 2 , so that the same structural elements are provided with the same reference numerals and with regard to the description of the Figures 1 and 2 is referenced.
- a coolant 127 is received in the cooling channel 23 and in the bores 24a-d of the piston 110 according to FIG. 3 Furthermore, a coolant 127 is received in the cooling channel 23 and in the bores 24a-d of the piston 110 according to FIG. 3 Furthermore, a coolant 127 is received.
- FIG. 4 shows an enlarged partial view FIG. 3 which illustrates a detail of the bores 24a-d in the lower region of the piston bosses 17 on the example of the bore 24a.
- At least one of the holes 24a-d, in the embodiment, the bore 24a has an opening 125 to the outside.
- the coolant 127 namely a low-melting metal or a low-melting metal alloy, as exemplified above, is filled through the opening 125 in the bore 24 a. From there, the coolant 127 is distributed in the cooling channel 23 and in the further holes 24b-d.
- the opening 125 is then sealed, in the embodiment by means of a pressed-steel ball 126.
- the opening 125 can also be closed, for example, by welding a lid or pressing a cap (not shown).
- the size of the bores 24a-d and the filling amount of the coolant 127 depend essentially on the size of the piston 110 and the desired cooling capacity. On average, about. 10 g to 40 g coolant 127 per piston 110 required.
- the cooling capacity can be controlled by the amount of added refrigerant 127 taking into account its thermal conductivity coefficient. For example. is a level in the cooling channel 23 suitable, which corresponds approximately to half the height of the cooling channel 23. In this case, during operation, the shaker effect, which is known per se, can additionally be used for a particularly effective heat distribution in favor of the running surfaces 21, 22. For sodium as coolant 127 with a temperature in operation of 220 ° C results in a cooling capacity of 350kW / m 2, a maximum surface temperature of the piston 110 of about 260 ° C.
- the underside 11a of the piston head 11 can be cooled by injection with cooling oil.
- a lance is inserted through the opening 125 and purged by nitrogen or other suitable inert gas or by dry air.
- nitrogen or other suitable inert gas or by dry air is introduced into the opening 125 under protective gas (for example nitrogen, inert gas or dry air), so that the coolant 127 is received in the bore 24a or the cooling channel 23.
- Another method for filling the bore 24a is characterized in that after flushing with nitrogen, inert gas or dry air, the bores 24a-d and the cooling channel 23 are evacuated and the coolant 127 is introduced in a vacuum.
- the coolant 127 can more easily move in and out of the cooling channel 23 and into and out of the holes 24a-d since it is not hindered by the presence of shielding gas.
- Another possibility for removing the protective gas from the cooling channel 23 or the bores 24a-d is to use nitrogen or dry air (ie essentially a mixture of nitrogen and oxygen) as protective gas and a small amount of the coolant 127 Lithium, according to experience about 1.8 mg to 2.0 mg of lithium per cubic centimeter gas space (ie volume of the cooling channel 23 plus volume of the holes 24a-d). While, for example, sodium and potassium react with oxygen to form oxides, the lithium reacts with nitrogen to form lithium nitride. The protective gas is thus almost completely bound as a solid in the coolant 127.
- nitrogen or dry air ie essentially a mixture of nitrogen and oxygen
- FIG. 5 shows a further embodiment of an inventive arrangement 200 with a piston 210 made of a martensitic hardening steel with the name 42CrMo4 with a thermal expansion coefficient of 12 E-6 1 / K.
- the piston 210 is received in this embodiment in a cylinder bore 241 of a crankcase 240.
- the cylinder bore 241 is in a conventional manner with a coating 242 based on a ferrous material with a Thermal expansion coefficient of 20 E-6 1 / K provided.
- the coating 242 typically has a thickness of 100 ⁇ m to 200 ⁇ m.
- the crankcase 240 is in the embodiment of an aluminum-silicon alloy of the type Al-Si9 with a thermal expansion coefficient of 23 E-6 1 / K.
- the piston 210 is substantially similar in construction to the piston 10 according to FIGS Figures 1 and 2 , so that the same structural elements are provided with the same reference numerals and with regard to the description of the Figures 1 and 2 is referenced.
- a coolant 227 is received in the cooling channel 23 and in the bores 24a-d of the piston 210 according to FIG. 3 Furthermore, a coolant 227 is received.
- Table 1 shows an example of the two embodiments of an inventive arrangement according to the FIGS. 3 to 5 (Numbers 1 and 2) compared to the prior art embodiments (numbers 3 to 8).
- the piston used was filled with pure sodium with a thermal conductivity of 140W / (mK).
- the filling amount was 5% of the added volume of the cooling channel 23 and the bores 24a-d. It can be clearly seen that the respective piston clearance, ie the change of the same in all cases installation clearance of 50 microns, both at low temperatures and at highest loads in the inventive arrangement is the lowest.
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- 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)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
Die vorliegende Erfindung betrifft eine Anordnung aus einem Kolben aus einem Werkstoff auf der Basis von Stahl und einem Kurbelgehäuse aus einem Werkstoff auf der Basis von Aluminium für einen Verbrennungsmotor, wobei der Kolben einen Kolbenkopf und einen Kolbenschaft aufweist, wobei der Kolbenkopf eine umlaufende Ringpartie sowie im Bereich der Ringpartie einen umlaufenden Kühlkanal aufweist, wobei der Kolbenschaft mit Nabenbohrungen versehene Kolbennaben aufweist, die über Nabenanbindungen an der Unterseite des Kolbenkopfes angeordnet sind, wobei die Kolbennaben über Laufflächen miteinander verbunden sind.The present invention relates to an arrangement of a piston made of a material based on steel and a crankcase made of an aluminum-based material for an internal combustion engine, wherein the piston has a piston head and a piston skirt, wherein the piston head has a circumferential ring portion and in the Area of the ring portion has a circumferential cooling passage, wherein the piston skirt has hub bores provided with piston bosses, which are arranged via hub connections on the underside of the piston head, wherein the piston hubs are connected to each other via running surfaces.
In modernen Verbrennungsmotoren sind die Kolben im Bereich der Kolbenböden immer höheren mechanischen und thermischen Belastungen ausgesetzt. Diesen Belastungen sind Kolben aus einem Werkstoff auf der Basis von Aluminium zunehmend nicht mehr gewachsen. An Aluminiumkolben werden bei höherer Belastung vor allem vorzeitig Risse beobachtet, die von den heißen Stellen am Kolbenboden oder im Bereich des Nabenzenits ausgehen. Derartige Risse können zum Ausfall des Motors führen. Daher wird die Verwendung von Kolben auf der Basis eines Stahlwerkstoffs angestrebt. Trotz des relativ hohen spezifischen Gewichts derartiger Werkstoffe im Vergleich mit Werkstoffen auf der Basis von Aluminium gelingt es, annähernd gewichtsgleiche Kolben mit wesentlich höherer Belastbarkeit herzustellen. Als nachteilig erweist sich bei einer gattungsgemäßen Anordnung jedoch der gegenüber einem aluminiumbasierten Werkstoff kleinere Ausdehnungskoeffizient von stahlbasierten Werkstoffen. Dies führt dazu, dass im Motorbetrieb größere Laufspiele zwischen Kolben und Kurbelgehäuse auftreten. Dieser Effekt wird unter verschiedenen Betriebszuständen des Verbrennungsmotors beobachtet. Dies kann zu störenden Motorgeräuschen sowie zu einem erhöhten Ölverbrauch sowie zu Blowby-Effekten führen.In modern internal combustion engines, the pistons in the region of the piston crowns are exposed to increasingly higher mechanical and thermal loads. Pistons made of a material based on aluminum are increasingly no longer able to cope with these loads. Above all, premature cracks on aluminum pistons are observed at higher loads, starting from the hot spots on the piston crown or in the region of the nabenzene. Such cracks can lead to failure of the engine. Therefore, the use of pistons based on a steel material is desired. Despite the relatively high specific weight of such materials in comparison with aluminum-based materials, it is possible to produce approximately equal-weight pistons with significantly higher load capacity. A disadvantage, however, proves in a generic arrangement, compared to an aluminum-based material smaller coefficient of expansion of steel-based materials. As a result, larger running clearances between the piston and the crankcase occur during engine operation. This effect is observed under different operating conditions of the internal combustion engine. This can lead to annoying engine noise as well as increased oil consumption and blow-by effects.
Aus der
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Die Aufgabe der vorliegenden Erfindung besteht darin, eine gattungsgemäße Anordnung so weiterzuentwickeln, dass sie im Betrieb möglichst geringe Motorgeräusche aufweist und der Ölverbrauch sowie der Blowby-Effekt nicht übermäßig erhöht werden.The object of the present invention is to develop a generic arrangement so that it has the lowest possible engine noise during operation and the oil consumption and the blow-by effect are not excessively increased.
Die Lösung besteht darin, dass der Kolben aus einem Werkstoff auf der Basis von Stahl und dass das Kurbelgehäuse aus einem Werkstoff auf der Basis von Aluminium hergestellt ist, dass im Kolben vier nach außen verschlossene Bohrungen vorgesehen sind, die zwischen einer Lauffläche und einer Nabenbohrung angeordnet sind, um eine besonders gleichmäßige Temperaturverteilung im Kolben zu erreichen, dass die Bohrungen in den Kühlkanal münden, und dass der Kühlkanal und die Bohrungen ein Kühlmittel in Form eines niedrig schmelzenden Metalls oder einer niedrig schmelzenden Metalllegierung enthalten.The solution is that the piston is made of a material based on steel and that the crankcase is made of an aluminum-based material, that four outwardly closed bores are provided in the piston, which are arranged between a running surface and a hub bore are, in order to achieve a particularly uniform temperature distribution in the piston, that the bores open into the cooling channel, and that the cooling channel and the bores contain a coolant in the form of a low-melting metal or a low-melting metal alloy.
Die erfindungsgemäße Anordnung zeichnet sich dadurch aus, dass die im Bereich des Kolbenbodens erzeugte Wärme über den Kolbenkopf gezielt in die Umgebung der mindestens vier Bohrungen geleitet wird. Dadurch wird gezielt der Bereich zwischen der Kolbennabe und dem Kolbenschaft vergleichsweise stark erwärmt. Auch die Laufflächen werden zumindest teilweise stärker erwärmt als bei Kolben im Stand der Technik. Diese verstärkte Erwärmung bewirkt im Motorbetrieb eine zusätzliche thermische Ausdehnung des Kolbens im Bereich des Kolbenschafts, welche der regulären thermischen Ausdehnung des Kurbelgehäuses im Wesentlichen entspricht. Dadurch wird das Warm spiel zwischen Kolben und Zylinder reduziert. Es hat sich herausgestellt, dass sich ein über den gesamten Lastbereich akzeptables Laufspiel zwischen dem Kolben und dem Kurbelgehäuse einstellt. Die erfindungsgemäße Anordnung stellt sicher, dass im fertigen Motor die Kolben sich selbst bei tiefen Temperaturen bis zu -30°C noch frei bewegen können. Im betriebswarmen Zustand erhöht sich das Laufspiel zwischen Kolben und Kurbelgehäuse nur geringfügig, so dass verstärkte Sekundärbewegungen des Kolbens und damit erhöhte Motorgeräusche vermieden werden. Ferner wird die Abdichtung zum kolbenkopfseitigen Brennraum hin verbessert, so dass der Ölverbrauch sowie der Blowby-Effekt reduziert werden.The arrangement according to the invention is characterized in that the heat generated in the region of the piston crown is directed via the piston head in a targeted manner into the environment of the at least four bores. As a result, the area between the piston hub and the piston shaft is heated comparatively strongly. Also, the treads are at least partially heated more than in pistons in the prior art. This increased heating causes during engine operation, an additional thermal expansion of the piston in the region of the piston skirt, which corresponds to the regular thermal expansion of the crankcase substantially. This reduces the warm play between piston and cylinder. It has been found that an acceptable over the entire load range running clearance between the piston and the crankcase adjusts. The arrangement according to the invention ensures that in the finished engine, the pistons can still move freely even at low temperatures down to -30 ° C. In operational warm condition, the running clearance between the piston and the crankcase increases only slightly, so that increased secondary movements of the piston and thus increased engine noise be avoided. Furthermore, the seal to the piston head side combustion chamber is improved, so that the oil consumption and the blow-by effect are reduced.
Im Sinne der vorliegenden Erfindung wird als "Spiel" (Einbauspiel, Warmspiel, Laufspiel, Kaltspiel) die Differenz zwischen dem Durchmesser der Zylinderbohrung oder der Zylinderlaufbuchse einerseits und dem Durchmesser des Kolbens andererseits verstanden. Dabei wird der Durchmesser des Kolbens an seiner größten Stelle gemessen.For the purposes of the present invention, the difference between the diameter of the cylinder bore or the cylinder liner, on the one hand, and the diameter of the piston, on the other hand, is understood as a "game" (installation play, warm play, running play, cold play). The diameter of the piston is measured at its largest point.
Vorteilhafte Weiterbildungen ergeben sich aus den Unteransprüchen.Advantageous developments emerge from the subclaims.
In besonders vorteilhafter Weise bilden der Wärmeausdehnungskoeffizient WKo des Werkstoffs des Kolbens und der effektive Wärmeausdehnungskoeffizient WKu des Werkstoffs des Kurbelgehäuses ein Verhältnis von WKo / WKu = 0,4 bis 0,7. Damit ist ein besonders guter Ausgleich der unterschiedlichen Wärmeausdehnung von Kolben und Kurbelgehäuse in der erfindungsgemäßen Anordnung möglich. Dies gilt auch im Zusammenwirken mit einer optional in das Kurbelgehäuse eingegossenen Zylinderlaufbuchse.In a particularly advantageous manner, the thermal expansion coefficient W Ko of the material of the piston and the effective thermal expansion coefficient W Ku of the material of the crankcase form a ratio of W Ko / W Ku = 0.4 to 0.7. This is a particularly good compensation of the different thermal expansion of the piston and crankcase in the inventive arrangement is possible. This also applies in conjunction with an optionally cast in the crankcase cylinder liner.
Vorzugsweise besteht der Kolben aus einem Werkstoff, der ausgewählt ist aus der Gruppe umfassend ausscheidungshärtende ferritisch-perlitische Stähle (sogenannte AFP-Stähle) sowie martensitisch härtende Stähle mit Kohlenstoffgehalten zwischen 0,3 und 0,8 Gew.-%. Diese Werkstoffe unterscheiden sich hauptsächlich in ihrer Härte, Festigkeit und Herstellbarkeit, weisen jedoch in etwa die gleichen thermischen Ausdehnungskoeffizienten zwischen 11 und 13 E-6 1/K auf.Preferably, the piston is made of a material selected from the group consisting of precipitation-hardening ferritic-pearlitic steels (so-called AFP steels) and martensitic hardening steels with carbon contents of between 0.3 and 0.8% by weight. These materials differ mainly in their hardness, strength and manufacturability, but have approximately the same coefficients of thermal expansion between 11 and 13 E-6 1 / K.
Das Kurbelgehäuse besteht vorteilhafterweise aus einem Aluminium-Silizium-Gusswerkstoff. Besonders bevorzugt ist ein Werkstoff, der ausgewählt ist aus der Gruppe umfassend untereutektische Aluminium-Silizium-Legierungen (AlSi7 bis Al-Si9) mit einem thermischen Ausdehnungskoeffizient zwischen 22 E-6 1/K - 24 E-6 1/K sowie Aluminium-Silizium-Legierungen mit einem Siliziumgehalt bis zu AlSi17 und mit einem Ausdehnungskoeffizienten zwischen 19 E-6 1/K und 22 E-6 1/K.The crankcase is advantageously made of an aluminum-silicon casting material. Particularly preferred is a material which is selected from the group comprising hypoeutectic aluminum-silicon alloys (AlSi7 to Al-Si9) having a thermal expansion coefficient between 22 E-6 1 / K - 24 E-6 1 / K and aluminum-silicon Alloys with a silicon content up to AlSi17 and with a coefficient of expansion between 19 E-6 1 / K and 22 E-6 1 / K.
Das Kurbelgehäuse kann bspw. mit mindestens einer Zylinderlaufbuchse aus einem Gusseisenwerkstoff versehen sein. Die Zylinderlaufbuchsen dienen zur Verschleißminderung im Zylinder und werden in an sich bekannter Weise in das Kurbelgehäuse eingegossen. Der resultierende effektive Ausdehnungskoeffizient Wzy des Zylinders liegt dabei typischerweise zwischen 17 E-6 1/K und 20 E-6 1/K. Dies hängt in an sich bekannter Weise vom Verhältnis der Wanddicke der Zylinderlaufbuchse zur Gesamtdicke der Zylinderwand sowie vom jeweils verwendeten Werkstoff des Kurbelgehäuses ab.The crankcase may, for example, be provided with at least one cylinder liner made of a cast iron material. The cylinder liners serve to reduce wear in the cylinder and are cast in a conventional manner in the crankcase. The resulting effective coefficient of expansion W zy of the cylinder is typically between 17 E-6 1 / K and 20 E-6 1 / K. This depends in a conventional manner on the ratio of the wall thickness of the cylinder liner to the total thickness of the cylinder wall and the material used in each case of the crankcase.
Das Kurbelgehäuse kann aber auch mit mindestens einer Zylinderbohrung versehen sein, die mit einer Beschichtung auf der Basis eines Eisenwerkstoffs versehen ist.However, the crankcase can also be provided with at least one cylinder bore, which is provided with a coating on the basis of a ferrous material.
Niedrig schmelzende Metalle, die zur Verwendung als Kühlmittel im Kolben geeignet sind, sind insbesondere Natrium oder Kalium. Als niedrig schmelzende Metalllegierungen können insbesondere Galinstan®-Legierungen, niedrig schmelzende Bismut-Legierungen und Natrium-Kalium-Legierungen eingesetzt werden.Low melting metals suitable for use as coolant in the flask are especially sodium or potassium. As low-melting metal alloys in particular Galinstan® alloys, low melting bismuth alloys and sodium-potassium alloys can be used.
Als sog. Galinstan®-Legierungen werden Legierungssysteme aus Gallium, Indium und Zinn bezeichnet, die bei Raumtemperatur flüssig sind. Diese Legierungen bestehen aus 65 Gew.-% bis 95 Gew.-% Gallium, 5 Gew.-% bis 26 Gew.-% Indium und 0 Gew.-% bis 16 Gew.-% Zinn. Bevorzugte Legierungen sind bspw. solche mit 68 Gew.-% bis 69 Gew.-% Gallium, 21 Gew.-% bis 22 Gew.-% Indium und 9,5 Gew.-% bis 10,5 Gew.-% Zinn (Schmp. -19°C), 62 Gew.-% Gallium, 22 Gew.-% Indium und 16 Gew.-% Zinn (Schmp. 10,7°C) sowie 59,6 Gew.-% Gallium, 26 Gew.-% Indium und 14,4 Gew.%- Zinn (ternäres Eutektikum, Schmp. 11°C).Galinstan® alloys are gallium, indium and tin alloy systems that are liquid at room temperature. These alloys consist of 65 wt% to 95 wt% gallium, 5 wt% to 26 wt% indium and 0 wt% to 16 wt% tin. Preferred alloys are, for example, those with 68% by weight to 69% by weight of gallium, 21% by weight to 22% by weight of indium and 9.5% by weight to 10.5% by weight of tin ( Mp -19 ° C), 62% by weight of gallium, 22% by weight of indium and 16% by weight of tin (mp 10.7 ° C.) and 59.6% by weight of gallium, 26% by weight. % Indium and 14.4% by weight tin (ternary eutectic,
Niedrig schmelzende Bismut-Legierungen sind zahlreich bekannt. Dazu gehören bspw. LBE (eutektische Bismut-Blei-Legierung, Schmp. 124°C), Roses Metall (50 Gew.-% Bismut, 28 Gew.-% Blei und 22 Gew.-% Zinn, Schmp. 98°C), Orionmetall (42 Gew.-% Bismut, 42 Gew.-% Blei und 16 Gew.-% Zinn, Schmp. 108°C); Schnelllot (52 Gew.-% Bismut, 32 Gew.-% Blei und 16 Gew.-% Zinn, Schmp. 96°C), d'Arcets-Metall (50 Gew.% Bismut, 25 Gew.-% Blei und 25 Gew.-% Zinn), Woodsches Metall (50 Gew.-% Bismut, 25 Gew.-% Blei,12,5 Gew.-% Zinn und 12,5 Gew.-% Cadmium, Schmp. 71 °C), Lipowitzmetall (50 Gew.-% Bismut, 27 Gew.-% Blei, 13 Gew.-% Zinn und 10 Gew.-% Cadmium, Schmp. 70°C), Harpers Metall (44 Gew.-% Bismut, 25 Gew.-% Blei, 25 Gew.-% Zinn und 6 Gew.-% Cadmium, Schmp. 75°C), Cerrolow 117 (44,7 Gew.-% Bismut, 22,6 Gew.-% Blei, 19,1 Gew.-% Indium, 8,3 Gew.-% Zinn und 5,3 Gew.-% Cadmium, Schmp. 47°C); Cerrolow 174 (57 Gew.-% Bismut, 26 Gew.-% Indium, 17 Gew.-% Zinn, Schmp. 78,9°C), Fields Metall (32 Gew.-% Bismut, 51 Gew.% Indium, 17 Gew.-% Zinn, Schmp. 62°C) sowie die Walkerlegierung (45 Gew.-% Bismut, 28 Gew.-% Blei, 22 Gew.-% Zinn und 5 Gew.-% Antimon).Low melting bismuth alloys are well known. These include, for example, LBE (eutectic bismuth-lead alloy, mp. 124 ° C), Roses metal (50 wt .-% bismuth, 28 wt .-% lead and 22 wt .-% tin, mp. 98 ° C) Orion metal (42 wt% bismuth, 42 wt% lead and 16 wt% tin, mp 108 ° C); Quick solder (52 weight% bismuth, 32 weight% lead and 16 weight% tin, mp 96 ° C), d'Arcets metal (50 weight% bismuth, 25 weight% lead and 25 % By weight of tin), Wood's metal (50% by weight of bismuth, 25% by weight of lead, 12.5% by weight of tin and 12.5% by weight of cadmium, mp 71 ° C.), Lipowitz metal (50% by weight bismuth, 27 Wt% lead, 13 wt% tin and 10 wt% cadmium, mp 70 ° C), Harper's metal (44 wt% bismuth, 25 wt% lead, 25 wt% tin and 6 wt% cadmium, mp 75 ° C), Cerrolow 117 (44.7 wt% bismuth, 22.6 wt% lead, 19.1 wt% indium, 8.3 wt. % Tin and 5.3 wt% cadmium, mp 47 ° C); Cerrolow 174 (57 wt% bismuth, 26 wt% indium, 17 wt% tin, mp 78.9 ° C), Fields metal (32 wt% bismuth, 51 wt% indium, 17 Wt .-% tin, mp. 62 ° C) and the Walker alloy (45 wt .-% bismuth, 28 wt .-% lead, 22 wt .-% tin and 5 wt .-% antimony).
Geeignete Natrium-Kalium-Legierungen können 40 Gew.-% bis 90 Gew.-% Kalium enthalten. Besonders geeignet ist die eutektische Legierung NaK mit 78 Gew.-% Kalium und 22 Gew.- Natrium (Schmp. -12,6°C).Suitable sodium-potassium alloys may contain from 40% to 90% by weight of potassium. Particularly suitable is the eutectic alloy NaK with 78 wt .-% potassium and 22% by weight of sodium (mp. -12.6 ° C).
Das Kühlmittel kann zusätzlich Lithium und/oder Lithiumnitrid enthalten. Falls beim Befüllen Stickstoff als Schutzgas verwendet wird, kann dieses mit dem Lithium zu Lithiumnitrid abreagieren und auf diese Weise aus dem Kühlkanal entfernt werden.The coolant may additionally contain lithium and / or lithium nitride. If nitrogen is used as a protective gas during filling, this can react with the lithium to lithium nitride and be removed in this way from the cooling channel.
Das Kühlmittel kann ferner Natriumoxide und/oder Kaliumoxide enthalten, falls während des Befüllens ggf. vorhandene trockene Luft mit dem Kühlmittel reagiert hat.The coolant may further contain sodium oxides and / or potassium oxides if, during filling, any existing dry air has reacted with the coolant.
Die Menge des im Kühlkanal bzw. in den Bohrungen aufgenommenen Kühlmittels hängt von seiner Wärmeleitfähigkeit und dem Grad der gewünschten Temperatursteuerung ab. Vorzugsweise weist das Kühlmittel eine Füllhöhe bis zur halben Höhe des Kühlkanals auf, um einen Shaker-Effekt und damit eine besonders wirksame Wärmeverteilung im Kolben zu erzielen.The amount of coolant taken up in the cooling channel or holes depends on its thermal conductivity and the degree of the desired Temperature control off. Preferably, the coolant has a filling level up to half the height of the cooling channel in order to achieve a shaker effect and thus a particularly effective heat distribution in the piston.
Die Erwärmung des Kolbens und damit seine thermische Ausdehnung kann auch mit der Menge an eingefülltem Kühlmittel gesteuert werden. Es hat sich gezeigt, dass mitunter bereits eine Füllung von 3% bis 10% des Kühlkanalvolumens mit dem Kühlmittel ausreicht, um die Funktion des erfindungsgemäß vorgesehenen Kolbens im Zusammenwirken mit dem erfindungsgemäß vorgesehenen Kurbelgehäuse sicherzustellen.The heating of the piston and thus its thermal expansion can also be controlled with the amount of filled coolant. It has been shown that sometimes even a filling of 3% to 10% of the cooling passage volume with the coolant is sufficient to ensure the function of the piston provided according to the invention in cooperation with the inventively provided crankcase.
Ausführungsbeispiele der vorliegenden Erfindung werden im Folgenden anhand der beigefügten Zeichnungen näher erläutert. Es zeigen in einer schematischen, nicht maßstabsgetreuen Darstellung:
- Fig. 1
- ein Ausführungsbeispiel eines Kolbens für eine erfindungsgemäße Anordnung, teilweise im Schnitt;
- Fig. 2
- einen Schnitt entlang der Linie II - II in
Figur 1 ; - Fig. 3
- ein erstes Ausführungsbeispiel einer erfindungsgemäßen Anordnung im Schnitt;
- Fig. 4
- eine vergrößerte Teildarstellung aus
Figur 3 ; - Fig. 5
- ein weiteres Ausführungsbeispiel einer erfindungsgemäßen Anordnung im Schnitt.
- Fig. 1
- an embodiment of a piston for an inventive arrangement, partly in section;
- Fig. 2
- a section along the line II - II in
FIG. 1 ; - Fig. 3
- a first embodiment of an arrangement according to the invention in section;
- Fig. 4
- an enlarged partial view
FIG. 3 ; - Fig. 5
- a further embodiment of an inventive arrangement in section.
Die
Der Kolbenschaft 16 weist im Ausführungsbeispiel vier Bohrungen 24a, 24b, 24c, 24d auf. Die Bohrungen 24a-d verlaufen im Ausführungsbeispiel in etwa axial und parallel zur Kolbenmittelachse M. Die Bohrungen 24a-d können aber auch geneigt unter einem Winkel zur Kolbenmittelachse M verlaufen. Die Bohrungen 24a-d sind zwischen einer Lauffläche 21, 22 und einer Nabenbohrung 18 angeordnet. Die Bohrungen 24a-d münden in den Kühlkanal 23.The
Im Ausführungsbeispiel kann der Kolbens 10 bspw. in an sich bekannter Weise gegossen sein, wobei der Kühlkanal 23 und die Bohrungen 24a-d in an sich bekannter Weise mittels eines Salzkerns eingebracht werden können.In the exemplary embodiment, the
Der Kühlkanal 23 und die Bohrungen 24a-d sind mit einem Kühlmittel gefüllt. Auf die Darstellung des Kühlmittels wurde in den
Der Kolben 110 gleicht in seinem Aufbau im Wesentlichen dem Kolben 10 gemäß den
Die Größe der Bohrungen 24a-d und die Füllmenge des Kühlmittels 127 richten sich im Wesentlichen nach der Größe des Kolbens 110 und nach der gewünschten Kühlleistung. Durchschnittlich werden etwa. 10 g bis 40 g Kühlmittel 127 pro Kolben 110 benötigt. Die Kühlleistung kann über die Menge des zugegebenen Kühlmittels 127 unter Berücksichtigung seines Wärmeleitfähigkeitskoeffizienten gesteuert werden. Bspw. ist ein Füllstand im Kühlkanal 23 geeignet, der in etwa der halben Höhe des Kühlkanals 23 entspricht. In diesem Fall kann im Betrieb der an sich bekannte Shaker-Effekt für eine besonders wirksame Wärmeverteilung zugunsten der Laufflächen 21, 22 zusätzlich genutzt werden. Für Natrium als Kühlmittel 127 mit einer Temperatur im Betrieb von 220°C ergibt sich bei einer Kühlleistung von 350kW/m2 eine maximale Oberflächentemperatur des Kolbens 110 von etwa 260°C.The size of the
Zusätzlich kann die Unterseite 11a des Kolbenkopfes 11 durch Anspritzen mit Kühlöl gekühlt werden.In addition, the underside 11a of the
Zum Befüllen der Bohrung 24a wird durch die Öffnung 125 eine Lanze eingeführt und mittels Stickstoff oder mittels eines anderen geeigneten Inertgases oder mittels trockener Luft gespült. Zur Einführung des Kühlmittels 127 wird dieses unter Schutzgas (bspw. Stickstoff, Inertgas oder trockene Luft) durch die Öffnung 125 geleitet, so dass das Kühlmittel 127 in die Bohrung 24a bzw. den Kühlkanal 23 aufgenommen wird.To fill the
Ein weiteres Verfahren zum Befüllen der Bohrung 24a zeichnet sich dadurch aus, dass nach dem Spülen mit Stickstoff, Inertgas oder trockener Luft die Bohrungen 24a-d und der Kühlkanal 23 evakuiert werden und das Kühlmittel 127 im Vakuum eingebracht wird. Damit kann sich das Kühlmittel 127 leichter im Kühlkanal 23 hin und her und in den Bohrungen 24a-d hinein und hinaus bewegen, da es nicht durch vorhandenes Schutzgas behindert wird.Another method for filling the
Eine andere Möglichkeit, das Schutzgas aus dem Kühlkanal 23 bzw. den Bohrungen 24a-d zu entfernen, besteht darin, dass Stickstoff oder trockene Luft (d.h. im Wesentlichen eine Mischung aus Stickstoff und Sauerstoff) als Schutzgas zu verwenden und dem Kühlmittel 127 eine kleine Menge Lithium zuzusetzen, erfahrungsgemäß etwa 1,8 mg bis 2,0 mg Lithium pro Kubikzentimeter Gasraum (d.h. Volumen des Kühlkanal 23 plus Volumen der Bohrungen 24a-d). Während bspw. Natrium und Kalium mit Sauerstoff zu Oxiden reagieren, reagiert das Lithium mit Stickstoff zu Lithiumnitrid. Das Schutzgas wird somit praktisch vollständig als Feststoff im Kühlmittel 127 gebunden.Another possibility for removing the protective gas from the cooling
Der Kolben 210 gleicht in seinem Aufbau im Wesentlichen dem Kolben 10 gemäß den
Tabelle 1 zeigt beispielhaft die beiden Ausführungsbeispiele einer erfindungsgemäßen Anordnung gemäß den
Claims (13)
- Assembly (100, 200) consisting of a piston (10, 110, 210) made of a steel-based material, and a crankcase (140, 240) for an internal combustion engine made of an aluminium-based material, the piston (10, 110, 210) comprising a piston head (11) and a piston skirt (16), said piston head (11) having a peripheral annular part (15) and, in the region of the annular part (15), a peripheral cooling channel (23), wherein the piston skirt (16) comprises piston hubs (17) provided with hub bores (18) which are arranged over the hub connections (19) on the underside (11a) of the piston head (11), wherein the piston hubs (17) are interconnected via the running surfaces (21, 22), wherein in the piston (10, 110, 210) at least one bore (24a, 24b, 24c, 24d) which is closed towards the outside is arranged between a running surface (21, 22) and a hub bore (18), wherein the at least one bore (24a, 24b, 24c, 24d) opens into the cooling channel (23), and wherein the cooling channel (23) and the at least one bore (24a, 24b, 24c, 24d) contain a coolant (127, 227) in the form of a low-melting point metal or a low-melting point metal alloy, characterised in that the piston (10, 110, 210) comprises four bores (24a, 24b, 24c, 24d) which are arranged between a running surface (21, 22) and a hub bore (18).
- Arrangement according to claim 1, characterised in that the coefficient of thermal expansion Wko of the material of the piston (10, 110, 210) and the coefficient of thermal expansion Wku of the material of the crankcase (140, 240) have a ratio Wko/Wku = 0.4-0.7.
- Arrangement according to claim 1, characterised in that the piston (10, 110, 210) consists of a material that is selected from the group comprising precipitation-hardened ferritic perlitic steels and martensitic hardened steels with carbon contents between 0.3 and 0.8 wt.%.
- Arrangement according to claim 1, characterised in that the crankcase (140, 240) consists of an aluminium-silicon cast material.
- Arrangement according to claim 1, characterised in that the crankcase (140, 240) consists of a material that is selected from the group comprising hypoeutectic aluminium-silicon alloys (AlSi7 to AlSi9) and aluminium-silicon alloys with a silicon content up to AlSi17.
- Arrangement according to claim 1, characterised in that the crankcase (140) is provided with at least one cylinder liner (130) made from a cast iron material.
- Arrangement according to claim 1, characterised in that the crankcase (240) comprises at least one cylinder bore (241) which is provided with an iron-material-based coating (242).
- Arrangement according to claim 1, characterised in that the piston (10, 110, 210) contains sodium or calcium as coolant (27, 127, 227).
- Arrangement according to claim 1, characterised in that the piston (10, 110, 210) contains a melting metal alloy from the group comprising Galinstan® alloys, low melting point bismuth alloys and sodium-calcium alloys as coolant (127, 227).
- Arrangement according to claim 1, characterised in that the coolant (127, 227) in the piston (10, 110, 210) contains lithium and/or lithium nitride.
- Arrangement according to claim 1, characterised in that the coolant (127, 227) in the piston (10, 110, 210) contains sodium oxide and/or calcium oxide.
- Arrangement according to claim 1, characterised in that the piston (10, 110, 210) comprises a fill level of coolant (127, 227) up to half the height of the cooling channel (23).
- Arrangement according to claim 1, characterised in that the piston (10, 110, 210) comprises a fill quantity of coolant (127, 227) comprising 3% to 10% of the volume of the cooling channel (23).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012009030A DE102012009030A1 (en) | 2012-05-05 | 2012-05-05 | Arrangement of a piston and a crankcase for an internal combustion engine |
PCT/DE2013/000238 WO2013167102A2 (en) | 2012-05-05 | 2013-05-03 | Piston and crankcase assembly for an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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EP2864617A2 EP2864617A2 (en) | 2015-04-29 |
EP2864617B1 true EP2864617B1 (en) | 2017-01-04 |
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EP13744418.8A Not-in-force EP2864617B1 (en) | 2012-05-05 | 2013-05-03 | Piston and crankcase assembly for an internal combustion engine |
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EP (1) | EP2864617B1 (en) |
JP (1) | JP6246187B2 (en) |
DE (1) | DE102012009030A1 (en) |
WO (1) | WO2013167102A2 (en) |
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US10202936B2 (en) * | 2015-04-09 | 2019-02-12 | Tenneco Inc. | Zero oil cooled (ZOC) piston incorporating heat pipe technology |
US11022065B2 (en) | 2015-12-03 | 2021-06-01 | Tenneco Inc. | Piston with sealed cooling gallery containing a thermally conductive composition |
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WO2004094808A1 (en) * | 2003-03-31 | 2004-11-04 | Hitachi Metals, Ltd. | Piston for internal combustion engine |
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2012
- 2012-05-05 DE DE102012009030A patent/DE102012009030A1/en not_active Withdrawn
-
2013
- 2013-05-03 JP JP2015510639A patent/JP6246187B2/en not_active Expired - Fee Related
- 2013-05-03 EP EP13744418.8A patent/EP2864617B1/en not_active Not-in-force
- 2013-05-03 WO PCT/DE2013/000238 patent/WO2013167102A2/en active Application Filing
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DE102012009030A1 (en) | 2013-11-07 |
WO2013167102A2 (en) | 2013-11-14 |
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JP2015522738A (en) | 2015-08-06 |
WO2013167102A3 (en) | 2014-01-16 |
JP6246187B2 (en) | 2017-12-13 |
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