EP2864617B1 - Ensemble constitué d'un piston et d'un carter de vilebrequin pour un moteur à combustion interne - Google Patents

Ensemble constitué d'un piston et d'un carter de vilebrequin pour un moteur à combustion interne Download PDF

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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
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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.)
Not-in-force
Application number
EP13744418.8A
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German (de)
English (en)
Other versions
EP2864617A2 (fr
Inventor
Ulrich Bischofberger
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.)
Mahle International GmbH
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Mahle International GmbH
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Filing date
Publication date
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Publication of EP2864617A2 publication Critical patent/EP2864617A2/fr
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Publication of EP2864617B1 publication Critical patent/EP2864617B1/fr
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Classifications

    • 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
    • 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 
    • 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
    • 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
    • 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)

Claims (13)

  1. Ensemble (100, 200) composé d'un piston (10, 110, 210) composé d'un matériau à base d'acier et d'un carter de vilebrequin (140, 240) pour un moteur à combustion interne composé d'un matériau à base d'aluminium, dans lequel le piston (10, 110, 210) présente une tête de piston (11) et une tige de piston (16), dans lequel la tête de piston (11) présente une partie annulaire (15) périphérique ainsi que, dans la zone de la partie annulaire (15), un canal de refroidissement (23) périphérique, dans lequel la tige de piston (16) présente des moyeux de piston (17) pourvus d'alésages de moyeu (18), lesquels sont disposés, par l'intermédiaire d'attaches de moyeu (19), au niveau du côté inférieur (11a) de la tête de piston (11), dans lequel les moyeux de piston (17) sont reliés les uns aux autres par l'intermédiaire de surfaces mobiles (21, 22), dans lequel au moins un alésage (24a, 24b, 24c, 24d) fermé par rapport à l'extérieur est prévu dans le piston (10, 110, 210), lequel est disposé entre une surface mobile (21, 22) et un alésage de moyeu (18), dans lequel l'au moins un alésage (24a, 24b, 24c, 24d) débouche dans le canal de refroidissement (23) et dans lequel le canal de refroidissement (23) et l'au moins un alésage (24a, 24b, 24c, 24d) contiennent un agent de refroidissement (127, 227) sous la forme d'un métal à point de fusion bas ou d'un alliage de métaux à point de fusion bas,
    caractérisé en ce
    que le piston (10, 110, 210) présente quatre alésages (24a, 24b, 24c, 24d), qui sont disposés entre une surface mobile (21, 22) et un alésage de moyeu (18).
  2. Ensemble selon la revendication 1, caractérisé en ce que le coefficient de dilatation thermique Wko du matériau du piston (10, 110, 210) et le coefficient de dilatation thermique Wku du matériau du carter de vilebrequin (140, 240) forment un rapport Wko / Wku = 0,4 - 0,7.
  3. Ensemble selon la revendication 1, caractérisé en ce que le piston (10, 110, 210) est constitué d'un matériau, qui est choisi parmi le groupe comprenant des aciers ferritiques-perlitiques à durcissement par précipitation ainsi que des aciers à durcissement martensitique comprenant des teneurs en carbone comprises entre 0,3 et 0,8 % en poids.
  4. Ensemble selon la revendication 1, caractérisé en ce que le carter de vilebrequin (140, 240) est constitué d'un matériau coulé d'aluminium et de silicium.
  5. Ensemble selon la revendication 1, caractérisé en ce que le carter de vilebrequin (140, 240) est constitué d'un matériau, qui est choisi parmi le groupe comprenant des alliages d'aluminium et de silicium hypoeutectiques (AlSi7 à AlSi9) ainsi que des alliages d'aluminium et de silicium comprenant une teneur en silicium jusqu'à AlSi17.
  6. Ensemble selon la revendication 1, caractérisé en ce que le carter de vilebrequin (140) est pourvu d'au moins une chemise de cylindre (130) composée d'un matériau en fonte.
  7. Ensemble selon la revendication 1, caractérisé en ce que le carter de vilebrequin (240) présente au moins un alésage de cylindre (241), qui est pourvu d'un revêtement (242) à base d'un matériau en fer.
  8. Ensemble selon la revendication 1, caractérisé en ce que le piston (10, 110, 210) contient en tant qu'agent de refroidissement (27, 127, 227) du sodium ou du potassium.
  9. Ensemble selon la revendication 1, caractérisé en ce que le piston (10, 110, 210) contient en tant qu'agent de refroidissement (127, 227) un alliage de métaux de fusion issu du groupe comprenant des alliages de Galinstan®, des alliages de bismuth et des alliages de sodium et de potassium à point de fusion bas.
  10. Ensemble selon la revendication 1, caractérisé en ce que l'agent de refroidissement (127, 227) dans le piston (10, 110, 210) contient du lithium et/ou un nitrure de lithium.
  11. Ensemble selon la revendication 1, caractérisé en ce que l'agent de refroidissement (127, 227) dans le piston (10, 110, 210) contient des oxydes de sodium et/ou des oxydes de potassium.
  12. Ensemble selon la revendication 1, caractérisé en ce que le piston (10, 110, 210) présente une hauteur de remplissage de l'agent de refroidissement (127, 227) allant jusqu'à la moitié de la hauteur du canal de refroidissement (23).
  13. Ensemble selon la revendication 1, caractérisé en ce que le piston (10, 110, 210) présente une quantité de remplissage du liquide de refroidissement (127, 227) de 3 % à 10 % du volume du canal de refroidissement (23).
EP13744418.8A 2012-05-05 2013-05-03 Ensemble constitué d'un piston et d'un carter de vilebrequin pour un moteur à combustion interne Not-in-force EP2864617B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012009030A DE102012009030A1 (de) 2012-05-05 2012-05-05 Anordnung aus einem Kolben und einem Kurbelgehäuse für einen Verbrennungsmotor
PCT/DE2013/000238 WO2013167102A2 (fr) 2012-05-05 2013-05-03 Ensemble constitué d'un piston et d'un carter de vilebrequin pour un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2864617A2 EP2864617A2 (fr) 2015-04-29
EP2864617B1 true EP2864617B1 (fr) 2017-01-04

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EP (1) EP2864617B1 (fr)
JP (1) JP6246187B2 (fr)
DE (1) DE102012009030A1 (fr)
WO (1) WO2013167102A2 (fr)

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Publication number Priority date Publication date Assignee Title
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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FR2901577A3 (fr) * 2006-05-29 2007-11-30 Renault Sas Piston de moteur a combustion interne pourvu de moyens specifiques de refroidissement et moteur a combustion interne comprenant un tel piston

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DE102012009030A1 (de) 2013-11-07
JP2015522738A (ja) 2015-08-06
WO2013167102A3 (fr) 2014-01-16
EP2864617A2 (fr) 2015-04-29
WO2013167102A2 (fr) 2013-11-14
JP6246187B2 (ja) 2017-12-13

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