EP2310649A1 - Piston for an internal combustion engine - Google Patents

Piston for an internal combustion engine

Info

Publication number
EP2310649A1
EP2310649A1 EP08767098A EP08767098A EP2310649A1 EP 2310649 A1 EP2310649 A1 EP 2310649A1 EP 08767098 A EP08767098 A EP 08767098A EP 08767098 A EP08767098 A EP 08767098A EP 2310649 A1 EP2310649 A1 EP 2310649A1
Authority
EP
European Patent Office
Prior art keywords
oil
piston
cooling channel
top surface
cooling
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.)
Withdrawn
Application number
EP08767098A
Other languages
German (de)
French (fr)
Other versions
EP2310649A4 (en
Inventor
Kenneth Ask
Anders Hansson
Lars Lundin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Truck Corp
Original Assignee
Volvo Lastvagnar AB
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Volvo Lastvagnar AB filed Critical Volvo Lastvagnar AB
Publication of EP2310649A1 publication Critical patent/EP2310649A1/en
Publication of EP2310649A4 publication Critical patent/EP2310649A4/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/06—Arrangements for cooling pistons
    • F01P3/10—Cooling by flow of coolant through pistons
    • 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
    • F02F3/20—Pistons  having cooling means the means being a fluid flowing through or along piston
    • F02F3/22—Pistons  having cooling means the means being a fluid flowing through or along piston the fluid being liquid
    • 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
    • F16J1/00—Pistons; Trunk pistons; Plungers
    • F16J1/09—Pistons; Trunk pistons; Plungers with means for guiding fluids

Definitions

  • the present invention relates to a cooling structure for an internal combustion engine piston according to the preambles of the independent claims .
  • Cooled pistons having an oil inlet are known from example US 3221718 and DE 3733964.
  • the oil inlets used as catch funnels for cooling oil that is dispensed from an oil spraying nozzle connected with the engine housing have inners walls that are configured to be funnel shaped, cylindrical, oval or in the form of a venture jet.
  • additional dividers are inserted into the wall of the cooling duct, which lie opposite the exit surface of the oil inlet.
  • US 7 051 684 tries to overcome the above mentioned problems and shortcomings.
  • US 7 051 684 there is still a problem with the fill level in the oil cooling duct and the amount of oil circulating in said oil cooling duct in said piston for achieve sufficient cooling of the piston.
  • the oil level in the oil duct in said piston becomes to small.
  • the small oil level may cause too much air to be mixed with the oil when the engine rev is in a higher range. Air is a very bad thermal conductor, which decreases the cooling efficiency dramatically.
  • Another problem with the design of US 7 051 684 is that the circulation of oil in the oil cooling duct is too low. A too low circulation of oil in the oil cooling duct will further decrease the cooling efficiency.
  • An object of the invention therefore is to provide a cooling structure for an internal combustion piston which is more efficient compared to the conventional structures.
  • a cooling structure for an internal combustion engine piston comprising an oil cooling channel integrated in said piston.
  • Said oil cooling channel having a bottom surface facing towards a top surface of said piston and a top surface facing away from said top surface of the piston, said oil cooling channel is provided with an oil inlet and an oil outlet which are laterally separated from each other.
  • Said bottom surface and/or said top surface of said oil cooling channel is slanted relative to a central axis of wrist pin opening provided in said piston.
  • An advantage of this aspect is that the oil flow can be better controlled resulting in improved cooling efficiency. Another advantage is that oil may be forced from the oil inlet to the oil outlet in almost a complete rotation of a crank axle in said internal combustion engine.
  • said bottom surface is slanted downwards, relative to said wrist pin opening, from the oil inlet to the oil outlet.
  • An advantage of this embodiment is that oil is forced to the outlet automatically while the piston is moved from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) .
  • said top surface is slanted upwards, relative to said wrist pin opening, from the oil inlet to the oil outlet.
  • An advantage of this embodiment is that oil is forced to the outlet automatically while the piston is moved from the TDC to the BDC.
  • said oil outlet is provided with a mechanical stop.
  • An advantage of this embodiment is that the oil level can be better controlled.
  • said oil inlet is provided with a mechanical stop.
  • An advantage of this embodiment is that the oil circulation can be better controlled.
  • a method of cooling a piston in an internal combustion engine comprising the steps of: providing an oil cooling channel in said piston, providing oil into said oil cooling channel via an oil inlet, transferring oil from said oil inlet to an oil outlet provided in said oil channel, forcing said oil from said oil inlet to said oil outlet by a bottom surface of said oil cooling channel which is slanted relative to a central axis of a wrist pin opening provided in said piston while said piston is moving from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) and/or by a top surface of said oil cooling channel which is slanted in an opposite direction relative said bottom surface while said piston is moving from the TDC to the BDC.
  • BDC Bottom Dead Centre
  • TDC Top Dead Centre
  • fig. 1 is a schematic cross sectional view of an example embodiment of a cooling structure for an internal combustion engine piston according to the present invention
  • Figure 1 depicts schematically a cross sectional view of an example embodiment according to the present invention of a cooling structure for an internal combustion engine piston 100.
  • Said piston 100 comprising a body 101, a top surface 112, a combustion chamber cavity 114, an oil cooling channel 102, a wrist pin opening 104, an oil inlet 121, an oil inlet mechanical stop 120, an oil outlet 131, and an oil outlet mechanical stop 130.
  • Oil is provided to the oil cooling channel 102 in said piston by a nozzle 145 attached to an oil pump 140.
  • the oil is injected into the oil inlet 121 in the piston from below as indicated by arrows 147 in figure 1.
  • the oil pump 140 may be the same pump as used to circulate oil to the engine bearings.
  • a separate pump 140 may also be used for injecting oil to the pistons.
  • the combustion chamber cavity is typical for self igniting engines such as diesel engines.
  • a top portion in natural aspirated gasoline engines may very well have the opposite, i.e., instead of a cavity a dome for increasing the compression ratio.
  • the body 101 of the piston 100 may be manufactured of any material which can resist the temperatures in the combustion chamber, mainly aluminum alloys are used for that purpose though other alloys may be seen.
  • the position of the wrist pin hole 104 is located below the oil cooling channel 102.
  • the position of the wrist pin hole may vary between different piston designs and may be arranged close to the top of the piston, in the middle or closer to the bottom of the piston.
  • the oil cooling channel 102 is integrated in the piston 100. Said oil cooling channel 102 having a bottom surface facing towards the top surface 112 of said piston 100 and provided with an oil inlet 121 and an oil outlet 131 which are laterally separated to each other. The bottom surface of said oil cooling channel 102 is slanted relative to a central axis of a wrist pin opening 104 provided in said piston 100.
  • said slanted bottom surface of said oil cooling channel 102 is better understood from lines 180 and 182.
  • Line 184 is a line representing the central axis of the piston 100.
  • Line 182 represents a line perpendicular to said central axis 184 of the piston 100.
  • Line 180 represents a line in parallel with the bottom surface of said oil cooling channel 102.
  • the bottom surface is slanted downwards from the oil inlet 121 to the oil outlet 131 in figure 1.
  • a slope is indicated is denoted by 108 may be in the range of 0.1-20 degrees.
  • a top surface of said oil cooling channel 102 may be slanted in an opposite direction compared to the bottom surface, i.e., when the piston is moved from is moved from the TDC to the BDC oil is forced to the top surface of the oil cooling channel and due to its slope forced from the oil inlet 121 to the oil outlet 131.
  • the oil outlet is provided with the mechanical stop 130. This mechanical stop 130 serves to prohibit all oil from escaping from the oil cooling channel 102, i.e., the stop will make sure that there is always some oil in the oil cooling channel 102 for cooling the piston 100. By selecting a suitable slope of the bottom surface of the oil cooling channel one may optimize the cooling efficiency to ones desire.
  • the oil inlet 121 is also provided with a mechanical stop 120.
  • This mechanical stop 120 has the functionality to prevent oil from escaping out of the oil inlet 121, i.e., forcing the oil to circulate from the oil inlet 121 to the oil outlet 131.
  • a height of the mechanical stop 130 is denoted with 110, which may be selected out of the desired performance, i.e., a higher mechanical stop will make sure that more oil is collected within the oil cooling channel at a given moment.
  • a height of the mechanical stop 120 is denoted with 106 and a higher mechanical stop 106 may result in more oil circulating to the outlet 131 at a given moment compared to if one is using a lower mechanical stop 120.
  • the amount of oil injected to the oil cooling channel 102 may be determined from a pump pressure and flow from the pump 140. This may be adjusted for different purposes, i.e., a higher pump pressure may be used if one wants more cooling efficiency and/or the nozzle may be exchanged to one with more flow capacity.
  • the cooling structure may be provided in a vehicle such as a lorry, truck, bus, personal car, wheel loader, construction equipment vehicles etc.
  • the invention may be applied to any internal combustion engine such as diesel engine, gasoline engine, bifuel/flexifuel engine with one or a plurality of cylinders .

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

The present invention relates to a cooling structure for an internal combustion engine piston. Said piston comprising an oil cooling channel integrated in said piston. Said oil cooling channel having a bottom surface facing towards a top surface of said piston and a top surface facing away from said top surface of the piston. Said oil cooling channel is provided with an oil inlet and an oil outlet which are laterally separated from each other. Said bottom surface and/or said top surface of said oil cooling channel is slanted relative to a central axis of a wrist pin opening provided in said piston.

Description

TITLE:
Piston for an internal combustion engine
TECHNICAL FIELD
The present invention relates to a cooling structure for an internal combustion engine piston according to the preambles of the independent claims .
BACKGROUND OF THE INVENTION:
Cooled pistons having an oil inlet are known from example US 3221718 and DE 3733964. The oil inlets used as catch funnels for cooling oil that is dispensed from an oil spraying nozzle connected with the engine housing have inners walls that are configured to be funnel shaped, cylindrical, oval or in the form of a venture jet. In order to achieve better distribution, in the cooling duct, of the oil captured in this manner, additional dividers are inserted into the wall of the cooling duct, which lie opposite the exit surface of the oil inlet.
Using such shaping structures, the result supposed to be achieved is that the oil stream that widens from the oil spraying nozzle is captured and passed to the cooling duct. These structures demonstrates defects in achieving a continuous oil fill level of the cooling duct, due to disadvanatageous flow and friction conditions during entry of the cooling oil into the inlet.
US 7 051 684 tries to overcome the above mentioned problems and shortcomings. However, in US 7 051 684 there is still a problem with the fill level in the oil cooling duct and the amount of oil circulating in said oil cooling duct in said piston for achieve sufficient cooling of the piston. Especially, there is a problem if the oil level in the oil duct in said piston becomes to small. The small oil level may cause too much air to be mixed with the oil when the engine rev is in a higher range. Air is a very bad thermal conductor, which decreases the cooling efficiency dramatically. Another problem with the design of US 7 051 684 is that the circulation of oil in the oil cooling duct is too low. A too low circulation of oil in the oil cooling duct will further decrease the cooling efficiency.
SUMMARY OF THE INVENTION:
An object of the invention therefore is to provide a cooling structure for an internal combustion piston which is more efficient compared to the conventional structures.
This object is achieved by the features of the independent claims. The other claims and the description disclose advantageous embodiments of the invention.
According to a first aspect of the invention it is provided a cooling structure for an internal combustion engine piston comprising an oil cooling channel integrated in said piston. Said oil cooling channel having a bottom surface facing towards a top surface of said piston and a top surface facing away from said top surface of the piston, said oil cooling channel is provided with an oil inlet and an oil outlet which are laterally separated from each other. Said bottom surface and/or said top surface of said oil cooling channel is slanted relative to a central axis of wrist pin opening provided in said piston.
An advantage of this aspect is that the oil flow can be better controlled resulting in improved cooling efficiency. Another advantage is that oil may be forced from the oil inlet to the oil outlet in almost a complete rotation of a crank axle in said internal combustion engine.
In another example embodiment of the present invention said bottom surface is slanted downwards, relative to said wrist pin opening, from the oil inlet to the oil outlet.
An advantage of this embodiment is that oil is forced to the outlet automatically while the piston is moved from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) .
In another example embodiment of the present invention said top surface is slanted upwards, relative to said wrist pin opening, from the oil inlet to the oil outlet.
An advantage of this embodiment is that oil is forced to the outlet automatically while the piston is moved from the TDC to the BDC.
In still another example embodiment of the present invention said oil outlet is provided with a mechanical stop.
An advantage of this embodiment is that the oil level can be better controlled.
In yet another example embodiment of the present invention said oil inlet is provided with a mechanical stop.
An advantage of this embodiment is that the oil circulation can be better controlled. In another aspect of the present invention it is provided a method of cooling a piston in an internal combustion engine, comprising the steps of: providing an oil cooling channel in said piston, providing oil into said oil cooling channel via an oil inlet, transferring oil from said oil inlet to an oil outlet provided in said oil channel, forcing said oil from said oil inlet to said oil outlet by a bottom surface of said oil cooling channel which is slanted relative to a central axis of a wrist pin opening provided in said piston while said piston is moving from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) and/or by a top surface of said oil cooling channel which is slanted in an opposite direction relative said bottom surface while said piston is moving from the TDC to the BDC.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention together with the above mentioned and other objects and advantages may best be understood from the following detailed description of the embodiments, but not restricted to the embodiments, wherein is shown schematically:
fig. 1 is a schematic cross sectional view of an example embodiment of a cooling structure for an internal combustion engine piston according to the present invention,
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Figure 1 depicts schematically a cross sectional view of an example embodiment according to the present invention of a cooling structure for an internal combustion engine piston 100. Said piston 100 comprising a body 101, a top surface 112, a combustion chamber cavity 114, an oil cooling channel 102, a wrist pin opening 104, an oil inlet 121, an oil inlet mechanical stop 120, an oil outlet 131, and an oil outlet mechanical stop 130.
Oil is provided to the oil cooling channel 102 in said piston by a nozzle 145 attached to an oil pump 140. The oil is injected into the oil inlet 121 in the piston from below as indicated by arrows 147 in figure 1. The oil pump 140 may be the same pump as used to circulate oil to the engine bearings. A separate pump 140 may also be used for injecting oil to the pistons.
The combustion chamber cavity is typical for self igniting engines such as diesel engines. However, a top portion in natural aspirated gasoline engines may very well have the opposite, i.e., instead of a cavity a dome for increasing the compression ratio. These two examples illustrates that there are numerous different design of the top portion of a piston depending on which fuel is used and which purpose or performance one wants to optimize.
The body 101 of the piston 100 may be manufactured of any material which can resist the temperatures in the combustion chamber, mainly aluminum alloys are used for that purpose though other alloys may be seen.
In figure 1, the position of the wrist pin hole 104 is located below the oil cooling channel 102. The position of the wrist pin hole may vary between different piston designs and may be arranged close to the top of the piston, in the middle or closer to the bottom of the piston.
The oil cooling channel 102 is integrated in the piston 100. Said oil cooling channel 102 having a bottom surface facing towards the top surface 112 of said piston 100 and provided with an oil inlet 121 and an oil outlet 131 which are laterally separated to each other. The bottom surface of said oil cooling channel 102 is slanted relative to a central axis of a wrist pin opening 104 provided in said piston 100.
In figure 1 said slanted bottom surface of said oil cooling channel 102 is better understood from lines 180 and 182. Line 184 is a line representing the central axis of the piston 100. Line 182 represents a line perpendicular to said central axis 184 of the piston 100. Line 180 represents a line in parallel with the bottom surface of said oil cooling channel 102. The bottom surface is slanted downwards from the oil inlet 121 to the oil outlet 131 in figure 1. A slope is indicated is denoted by 108 may be in the range of 0.1-20 degrees. When the piston is moved from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) oil is forced to the bottom surface of the oil cooling channel and due to its slope forced from the oil inlet 121 to the oil outlet 131.
A top surface of said oil cooling channel 102 may be slanted in an opposite direction compared to the bottom surface, i.e., when the piston is moved from is moved from the TDC to the BDC oil is forced to the top surface of the oil cooling channel and due to its slope forced from the oil inlet 121 to the oil outlet 131.
In one example embodiment there is only a slope of the bottom surface of the oil cooling channel 102. In another example embodiment there is only a slope in the top surface of the oil cooling channel 102. In still another example embodiment there is a slope of the bottom surface as well as the top surface of the oil cooling channel 102. The slope of the top surface of the oil cooling channel may have a different inverse slope angle compared to the bottom surface. The oil outlet is provided with the mechanical stop 130. This mechanical stop 130 serves to prohibit all oil from escaping from the oil cooling channel 102, i.e., the stop will make sure that there is always some oil in the oil cooling channel 102 for cooling the piston 100. By selecting a suitable slope of the bottom surface of the oil cooling channel one may optimize the cooling efficiency to ones desire.
The oil inlet 121 is also provided with a mechanical stop 120. This mechanical stop 120 has the functionality to prevent oil from escaping out of the oil inlet 121, i.e., forcing the oil to circulate from the oil inlet 121 to the oil outlet 131.
A height of the mechanical stop 130 is denoted with 110, which may be selected out of the desired performance, i.e., a higher mechanical stop will make sure that more oil is collected within the oil cooling channel at a given moment. A height of the mechanical stop 120 is denoted with 106 and a higher mechanical stop 106 may result in more oil circulating to the outlet 131 at a given moment compared to if one is using a lower mechanical stop 120. The amount of oil injected to the oil cooling channel 102 may be determined from a pump pressure and flow from the pump 140. This may be adjusted for different purposes, i.e., a higher pump pressure may be used if one wants more cooling efficiency and/or the nozzle may be exchanged to one with more flow capacity.
The cooling structure may be provided in a vehicle such as a lorry, truck, bus, personal car, wheel loader, construction equipment vehicles etc.
The invention may be applied to any internal combustion engine such as diesel engine, gasoline engine, bifuel/flexifuel engine with one or a plurality of cylinders .
The invention must not be regarded as being limited to the examples of embodiment described above, a number of further variants and modifications being feasible without departing from the scope of the following claims.

Claims

1. A cooling structure for an internal combustion engine piston comprising an oil cooling channel integrated in said piston, said oil cooling channel having a bottom surface facing towards a top surface of said piston and a top surface facing away from said top surface of the piston, said oil cooling channel is provided with an oil inlet and an oil outlet which are laterally separated from each other, characterized in that said bottom surface and/or said top surface of said oil cooling channel is slanted relative to a central axis of a wrist pin opening provided in said piston.
2. The cooling structure according to claim 1, wherein said bottom surface is slanted downwards, relative to said wrist pin opening, from the oil inlet to the oil outlet.
3. The cooling structure according to claim 1, wherein said top surface is slanted upwards, relative said wrist pin opening, from the oil inlet to the oil outlet.
4. The cooling structure according to claim 1, 2 or 3, wherein said oil outlet is provided with a mechanical stop.
5. The cooling structure according to any one of claims 1-4, wherein said oil inlet is provided with a mechanical stop.
6. A method of cooling a piston in an internal combustion engine, comprising the steps of - providing an oil cooling channel in said piston,
- providing oil into said oil cooling channel via an oil inlet, - transferring oil from said oil inlet to an oil outlet provided in said oil channel,
- forcing said oil from said oil inlet to said oil outlet by a bottom surface of said oil cooling channel which is slanted relative to a central axis of a wrist pin opening provided in said piston while said piston is moving from a Bottom Dead Centre (BDC) to a Top Dead Centre (TDC) and/or by a top surface of said oil cooling channel which is slanted in an opposite direction relative said bottom surface while said piston is moving from the TDC to the BDC.
EP08767098A 2008-07-03 2008-07-03 Piston for an internal combustion engine Withdrawn EP2310649A4 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2008/000426 WO2010002293A1 (en) 2008-07-03 2008-07-03 Piston for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP2310649A1 true EP2310649A1 (en) 2011-04-20
EP2310649A4 EP2310649A4 (en) 2012-07-04

Family

ID=41466175

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08767098A Withdrawn EP2310649A4 (en) 2008-07-03 2008-07-03 Piston for an internal combustion engine

Country Status (4)

Country Link
US (2) US20110265743A1 (en)
EP (1) EP2310649A4 (en)
CN (1) CN102076936A (en)
WO (1) WO2010002293A1 (en)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102269649B (en) * 2010-06-04 2013-04-17 广西玉柴机器股份有限公司 Online test method of piston cooling spraying hook of engine
DE102011076369A1 (en) * 2011-05-24 2012-11-29 Mahle International Gmbh Lower cover, particularly one- or multipart ring-shaped cover, for cooling channel of piston of internal combustion engine, has stand pipe-shaped inlet and stand pipe-shaped outlet, where inlet and outlet are formed in single piece
US8739755B2 (en) * 2011-10-24 2014-06-03 Mahle International Gmbh Piston for an internal combustion engine
DE102012215543A1 (en) * 2012-08-31 2014-03-06 Mahle International Gmbh Casting mold of a piston
DE102013013962A1 (en) * 2013-08-23 2015-02-26 Mahle International Gmbh Assembly of a piston and a Anspritzdüse for an internal combustion engine
WO2016100936A1 (en) 2014-12-19 2016-06-23 Federal-Mogul Corporation Piston with cooling gallery having enhaced oil inlet and method of construction thereof
DE102015218430A1 (en) * 2015-09-25 2017-03-30 Mahle International Gmbh Piston for an internal combustion engine
ITUB20154005A1 (en) 2015-09-29 2017-03-29 Fpt Motorenforschung Ag PISTON COOLING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE
JP6673735B2 (en) * 2016-03-31 2020-03-25 アート金属工業株式会社 Piston for internal combustion engine
KR101912764B1 (en) 2016-05-02 2018-10-29 동양피스톤 주식회사 Piston for internal combustion engine and cooling channel core
KR101934941B1 (en) 2016-05-02 2019-01-04 동양피스톤 주식회사 Piston for internal combustion engine and cooling channel core
DE102017201137A1 (en) * 2017-01-25 2018-07-26 Volkswagen Aktiengesellschaft Piston for an internal combustion engine
IT201700034652A1 (en) 2017-03-29 2018-09-29 Fpt Motorenforschung Ag LUBRICATION AND COOLING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE
CN110513182A (en) * 2019-09-25 2019-11-29 深圳臻宇新能源动力科技有限公司 Piston looling system
CN110878721B (en) * 2019-12-05 2021-08-24 宁波吉利罗佑发动机零部件有限公司 A piston temperature control system, method and vehicle
CN115962042B (en) * 2022-12-19 2025-07-01 广西玉柴机器股份有限公司 A diesel engine piston combustion chamber with high efficiency heat dissipation and combustion control method

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3221718A (en) * 1964-01-09 1965-12-07 Continental Aviat & Eng Corp Piston construction
JPS56124650A (en) * 1980-03-06 1981-09-30 Mitsubishi Heavy Ind Ltd Piston for internal combustion engine
JPS60132050A (en) * 1983-12-21 1985-07-13 Toyota Motor Corp Piston of internal-combustion engine
DE3444661A1 (en) * 1984-12-07 1986-06-12 Klöckner-Humboldt-Deutz AG, 5000 Köln Liquid-cooled piston
JPH02301648A (en) * 1989-05-17 1990-12-13 Yamaha Motor Co Ltd Piston cooling mechanism for internal combustion engine
SU1686207A1 (en) * 1989-11-09 1991-10-23 Брянский Институт Транспортного Машиностроения Internal combustion engine oil-cooled piston
JPH06280676A (en) * 1993-03-26 1994-10-04 Riken Corp Cast iron made piston
JPH0835425A (en) * 1994-07-25 1996-02-06 Hino Motors Ltd Piston cooling nozzle
DE19618625C1 (en) * 1996-05-09 1997-10-23 Daimler Benz Ag Liquid-cooled pistons for internal combustion engines
DE19736135C1 (en) * 1997-08-20 1998-10-29 Daimler Benz Ag Liquid cooled piston for internal combustion engine
DE19810937C1 (en) * 1998-03-13 1999-11-25 Daimler Chrysler Ag Pistons for an internal combustion engine
DK176124B1 (en) * 1999-04-07 2006-09-11 Man B & W Diesel As Piston and piston rod for an internal combustion engine
DE10126359B4 (en) * 2001-05-30 2004-07-22 Federal-Mogul Nürnberg GmbH Pistons for an internal combustion engine
DE10214830A1 (en) * 2002-04-04 2004-01-08 Mahle Gmbh Oil inlet for a piston of an internal combustion engine provided with a cooling channel
JPWO2005066481A1 (en) * 2004-01-07 2007-07-26 株式会社小松製作所 Piston for internal combustion engine
DE102004056769A1 (en) * 2004-11-24 2006-06-01 Federal-Mogul Nürnberg GmbH Piston for an internal combustion engine and combination of a piston with an oil injection assembly
JP2007146819A (en) * 2005-11-30 2007-06-14 Komatsu Ltd Engine piston and cooling method for engine piston

Also Published As

Publication number Publication date
EP2310649A4 (en) 2012-07-04
US20110265743A1 (en) 2011-11-03
WO2010002293A1 (en) 2010-01-07
US20140174384A1 (en) 2014-06-26
CN102076936A (en) 2011-05-25

Similar Documents

Publication Publication Date Title
US20110265743A1 (en) Piston for an internal combustion engine
DE102016113394B3 (en) Thermal management system and method of variable cylinder cooling of an internal combustion engine
DE102012209510B4 (en) Engine cooling system with degassing duct and temperature sensor
CN101713326B (en) Controlled condensate collection and evacuation for charge air cooler
DE102012215317B4 (en) Engine cooling system and engine cylinder head with integrated exhaust manifold
DE102010038055A1 (en) Internal combustion engine with liquid cooling
US9664153B2 (en) Engine with exhaust gas recirculation
CN100460664C (en) Vertical multi-cylinder diesel engine
DE112008000856T5 (en) Internal combustion engine and operating method therefor
DE102011104450A1 (en) Turbocharger for a vehicle engine
US20170254298A1 (en) Cylinder head of an internal combustion engine
JPH1162786A (en) Fuel injection device for direct injection two-stroke cycle engine
US20070068492A1 (en) Multi-cylinder engine
KR20070066952A (en) Fuel injection method for internal combustion engine, notably of direct injection type, comprising a piston provided with a bowl and a teat
CN108266268A (en) Engine
CN109113855A (en) Method and system for the condensate liquid trapping in suction port of compressor
CN219910973U (en) A hybrid cooling gasoline engine piston with cooling oil drainage effect in the inner cavity
DE102016223547A1 (en) Internal combustion engine and compressor
DE102017208034B4 (en) Liquid-cooled internal combustion engine with ventilation
JP4869121B2 (en) Piston for internal combustion engine
JP2008128235A (en) Internal combustion engine
DE102004013461B4 (en) Combustion 4-stroke piston engine with axialstromigem cyclical gas exchange in the cylinder and centrally located split combustion chamber
DE102019114283A1 (en) piston engine
US6508221B2 (en) Liquid cooled cross flow cylinder head for internal combustion engines with cylinders arranged in series
CN119163492A (en) Crankcase ventilation system and vehicle

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20110203

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

DAX Request for extension of the european patent (deleted)
A4 Supplementary search report drawn up and despatched

Effective date: 20120604

RIC1 Information provided on ipc code assigned before grant

Ipc: F02F 3/22 20060101ALI20120529BHEP

Ipc: F16J 1/09 20060101ALI20120529BHEP

Ipc: F01P 3/10 20060101AFI20120529BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20140321

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20140801