US20120107165A1 - Engine cooling system - Google Patents

Engine cooling system Download PDF

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Publication number
US20120107165A1
US20120107165A1 US13/262,523 US201013262523A US2012107165A1 US 20120107165 A1 US20120107165 A1 US 20120107165A1 US 201013262523 A US201013262523 A US 201013262523A US 2012107165 A1 US2012107165 A1 US 2012107165A1
Authority
US
United States
Prior art keywords
piston
coolant
cooling system
pivot shaft
sealing surface
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.)
Abandoned
Application number
US13/262,523
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English (en)
Inventor
Paul Anthony McLachlan
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.)
MACE ENGINEERING Ltd
Pivotal Engineering Ltd
Original Assignee
Pivotal Engineering Ltd
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 Pivotal Engineering Ltd filed Critical Pivotal Engineering Ltd
Assigned to PIVOTAL ENGINEERING LIMITED reassignment PIVOTAL ENGINEERING LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MCLACHLAN, PAUL ANTHONY
Assigned to MACE ENGINEERING LIMITED reassignment MACE ENGINEERING LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PIVOTAL ENGINEERING LIMITED
Publication of US20120107165A1 publication Critical patent/US20120107165A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/02—Pistons
    • F02B55/04—Cooling thereof
    • F02B55/06—Cooling thereof by air or other gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1005—Details of the flap
    • F02D9/1025—Details of the flap the rotation axis of the flap being off-set from the flap center axis
    • F02D9/103—Details of the flap the rotation axis of the flap being off-set from the flap center axis the rotation axis being located at an edge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10262—Flow guides, obstructions, deflectors or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to improvements in and to internal combustion engines. More particularly, but not exclusively, this invention comprises improvements in and to cooling systems for use in internal combustion engines which utilise one or more pivoting pistons.
  • the first arcuate sealing surface forms a skirt so a portion of the wall of the arcuate sealing surface will make a gas seal with the wall of the combustion chamber.
  • the skirt also assists in dissipating heat in the piston.
  • the piston further includes an arrangement to allow liquid coolant to pass through the pivot shaft, through liquid cooling galleries in the piston and out of the pivot shaft.
  • One area of particular difficulty with the prior art engine configurations identified is in relation to managing the coolant flow and controlling the cooling of the piston during engine operation, particularly where multiple pistons are employed.
  • the invention may be said to comprise a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in the piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a
  • An advantage of this aspect of the present invention over the prior art is that the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spot” areas, is much reduced.
  • a further advantage of utilising passageways of substantially constant cross section is that the structural integrity of the piston body is retained in the area of the piston crown, and that the piston/coolant interface surface area is increased and more effectively utilised.
  • each passageway is circular.
  • each passageway runs across the piston body, parallel to the pivot axis.
  • each passageway is at a different radial offset from the pivot axis to every other passageway.
  • the diameter of passageways may be different as between one and another so as to provide even cooling across the piston floor.
  • the invention provides a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes coolant medium flow control means whereby the flow pressure can be controlled independently of the cooling system for other components of the combustion engine.
  • the flow pressure of the piston cooling system can be controlled independently of the rotational speed of the combustion engine.
  • An important advantage of this aspect of the invention is that it provides the ability to preheat or speed up temperature gain of the piston at start up, for example, as well as to increase the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system.
  • the coolant flow control means can be located in the coolant path upstream of the piston.
  • the coolant flow control means can be located in the coolant path downstream of the piston.
  • the coolant flow control means can further include a pre-heater means to preheat and circulate the preheated coolant medium around the coolant path prior to start up of the combustion engine.
  • the coolant flow control means can be a coolant medium pump operated independently of the coolant medium pump pumping coolant medium for cooling of the other components of the combustion engine.
  • control means can comprise a valve on the main coolant medium line adapted to adjust the flow rate of coolant medium to and along the piston coolant path.
  • the invention provides a piston cooling system for a multi-chamber internal combustion engine utilising pivoted pistons, each said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a corresponding combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in each piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown,
  • the pivot shaft of the penultimate piston includes a leak path along its length directly between the first portion and the second portion to, in use, allow a portion of the cooling medium entering the entry point of the coolant path to bypass the piston body and pass directly to the exit point.
  • the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series.
  • An advantage of the present embodiment is that it aids management of the potential discrepancies in the cooling medium temperature as it flows from one piston to the next in an inline multi-chamber engine.
  • the stepped reduction in the size of the leak path in each pivot shaft as they progress toward the final outlet progressively accelerates the coolant flow speed through the piston crown gallery to counter the incremental increase in coolant temperature.
  • the invention provides a pivot shaft connector for use in connection with the cooling system of the third broad aspect, characterised in that the connector comprises a tubular section having a first end configured and arranged to sealingly rotatably engage with the second end of one pivot shaft and a second end adapted to sealingly rotatably engage with the first end of a second pivot shaft, the connector further including an outwardly projecting step midway along its length to prevent over insertion in to either the second end of the first pivot shaft or the first end of the second pivot shaft.
  • the step locates a further seal means to provide additional sealing between the opposing primary induction chambers.
  • FIG. 1 is a side elevation view of a piston body according to one embodiment of the present invention illustrating a piston cooling system having multiple cross passageways beneath the piston crown;
  • FIG. 2 is a view from above of a piston body similar to that depicted in FIG. 1 but incorporating a single cross passageway for cooling medium beneath the piston crown;
  • FIG. 3 shows a semi-schematic view of the piston cooling system in a multi-chamber combustion engine.
  • the coolant flow path is diagrammatically illustrated;
  • FIG. 4 is a side elevation of pivot shaft for use in a piston cooling system according to the invention.
  • FIG. 5 a shows a sectional view of the pivot shaft of FIG. 4 ;
  • FIG. 5 b shows a similar view to that of FIG. 5 a, but as an alternative with a partial leak path provided;
  • FIG. 5 c shows a similar view to that of FIG. 5 b , but with a larger leak path opening
  • FIG. 6 a is a partial section view of the ends of two pivot shafts for adjacent pistons in a multi-chamber combustion engine joined by a connector according to the present invention
  • FIG. 6 b is a sectional view of the features illustrated in FIG. 6 a ;
  • FIG. 7 is a perspective view of the connector partially illustrated in FIGS. 6 a and 6 b ;
  • FIG. 8 is a plan view of the connector of FIG. 7 .
  • the prior art pistons also include a second arcuate sealing surface which is radially offset from the skirt with both the surface of the skirt and the second arcuate sealing surface describing a circumferential path about the pivot axis of the pivot pin.
  • Each piston also includes a piston pin to receive an end of a connecting rod, by which the crankshaft of the engine is rotated.
  • the invention provides an improved cooling system for a pivoted piston 1 of the above described general prior art type for an internal combustion engine.
  • the piston 1 has a piston body 2 and a pivot shaft 3 by which the piston body 2 is pivoted about a pivot axis 4 within the combustion chamber of the internal combustion engine.
  • the piston body 2 includes a floor 5 , a portion of which forms the combustion chamber piston crown 6 .
  • the improved cooling system includes a coolant path 10 formed in the piston 1 .
  • the coolant path 10 enters the piston 1 at an entry point at one end 11 of the pivot shaft 3 , exits the piston 1 at an exit point at the other end 12 of the shaft 3 .
  • the coolant path extends through a first tubular gallery 13 of the pivot shaft which gallery is centered on the pivot axis 4 of the shaft 3 .
  • the gallery 13 extends in to the shaft 3 for less than half the length of the shaft 3 .
  • a substantially perpendicular passageway 14 runs radially outwardly into the body 2 of the piston 1 , extending to a point substantially beneath the piston crown 6 .
  • the coolant path runs across the width of the piston body 2 beneath the piston crown 6 —as one or more substantially perpendicular passageways 15 .
  • each one is spaced radially outwardly from, but, parallel to, the next.
  • Each passageway 15 is of substantially constant circular cross section along its length, but the cross sections of adjacent passageways 15 may be different to reflect different flow rates required to manage variations in heat generation location across the piston crown 6 .
  • passageways 15 each of constant cross section, mitigates the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spots”.
  • a further advantage of utilising passageways 15 of substantially constant cross section is that the structural integrity of the piston body 2 is retained in the area of the piston crown 6 , and that the piston/coolant interface surface area is increased and more effectively utilised.
  • the coolant path then returns back towards the shaft 3 via a radially oriented passageway 16 , re-entering the shaft 3 at a second tubular gallery 17 in the pivot shaft 3 , again which gallery is centered on the pivot axis 4 .
  • the gallery 17 extends in to the shaft 3 for less than half the length of the shaft 3 .
  • the coolant path then exits the shaft 3 at its end 12 .
  • the flow rate of coolant medium through the coolant pathway can be controlled via control of the flow pressure.
  • This control can be achieved via control mechanisms independent of the cooling system for other components of the combustion engine, and in particular can potentially be controlled independently of the rotational speed of the engine.
  • the coolant medium is water
  • it can be supplied via a take-off from the main engine coolant circulation system, and flow rate control can be applied via use of a valve on the upstream or downstream side of the piston 1 so as, for example, to allow for increase in the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system.
  • an independent coolant medium supply provides the ability to preheat or speed up temperature gain of the piston at start up, and the system can further include a pre-heater, for example an electric water heater, to preheat and circulate the preheated coolant medium around the coolant path prior to start up.
  • a pre-heater for example an electric water heater
  • FIGS. 3 to 8 where the combustion engine has multiple chambers the cooling system needs to include a coolant path for each piston 1 . As illustrated in FIG. 3 , this involves serially connecting the previously described coolant pathway of two or more adjacent pistons 2 .
  • the pivot shaft 3 of the penultimate piston 1 can include a leak path 20 directly between the gallery 13 and the gallery 17 to, in use, allow a portion of the cooling medium to bypass the piston body 2 of the penultimate piston 1 and pass directly on to the start of the coolant path for the final piston 1 .
  • the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series, as shown in FIGS. 5 b and 5 c.
  • a tubular connector as generally indicated at 30 in FIGS. 6 a to 8 , is required.
  • the connector 30 preferably comprises a tubular section 31 having a first end 32 configured and arranged to sealingly rotatably engage with end 12 of one pivot shaft 3 . It has a second end 33 adapted to sealingly rotatably engage with the end 11 of a second pivot shaft 3 . Sealing can be achieved by using a bearing seal of known type, as the operating speed is not significant.
  • the connector 30 further includes an outwardly projecting step 34 midway along its length to prevent over insertion in to either the end 12 of the first pivot shaft 3 or the end 11 of the second pivot shaft 3 .
  • the step locates an O-ring type seal 35 to provide additional sealing between the adjacent primary induction chambers.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
US13/262,523 2009-03-30 2010-03-26 Engine cooling system Abandoned US20120107165A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NZ575925 2009-03-30
NZ57592509 2009-03-30
PCT/NZ2010/000054 WO2010114394A1 (fr) 2009-03-30 2010-03-26 Système de refroidissement de moteur

Publications (1)

Publication Number Publication Date
US20120107165A1 true US20120107165A1 (en) 2012-05-03

Family

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Application Number Title Priority Date Filing Date
US13/262,523 Abandoned US20120107165A1 (en) 2009-03-30 2010-03-26 Engine cooling system
US13/262,429 Active 2030-09-22 US8720391B2 (en) 2009-03-30 2010-03-26 Pre-combustion cycle pressurisation system

Family Applications After (1)

Application Number Title Priority Date Filing Date
US13/262,429 Active 2030-09-22 US8720391B2 (en) 2009-03-30 2010-03-26 Pre-combustion cycle pressurisation system

Country Status (5)

Country Link
US (2) US20120107165A1 (fr)
EP (2) EP2414636A1 (fr)
JP (2) JP5662996B2 (fr)
KR (2) KR101640626B1 (fr)
WO (2) WO2010114393A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB201709950D0 (en) * 2017-06-21 2017-08-02 Pattakos Manousos Asymmetric exhaust and transfer in two-strokes

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3315648A (en) * 1963-10-11 1967-04-25 Jacques Marc Georges Castillo Internal combustion engine
US6003479A (en) * 1997-05-12 1999-12-21 Evans; Mark M. Piston construction
US6082625A (en) * 1996-07-29 2000-07-04 Teleflex (Canada) Ltd. Transit vehicle heater
US20060137626A1 (en) * 2004-12-23 2006-06-29 Lee Bong S Cooling system for an engine
US20090256353A1 (en) * 2008-04-09 2009-10-15 Ti Group Automotive Systems, Llc Tube To Hose Coupling

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Publication number Priority date Publication date Assignee Title
DE2123011A1 (de) * 1971-05-10 1972-12-14 Audi NSU Auto Union AG, 7107 Neckars ulm, Wankel GmbH, 8990 Lindau Kreiskolben Brennkraftmaschine mit ölgekühltem Kolben
JPS5414693B2 (fr) * 1972-07-15 1979-06-08
LU66303A1 (fr) * 1972-10-16 1974-05-09
JPS5781109A (en) * 1980-11-11 1982-05-21 Yamaha Motor Co Ltd Device for prevention of exhaust valve sticking
JPS61103743A (ja) * 1984-10-25 1986-05-22 Okuma Mach Works Ltd 主軸工具クランプ装置
JP3004323B2 (ja) * 1990-07-19 2000-01-31 ヤマハ発動機株式会社 筒内噴射式２サイクルエンジン
JPH05321673A (ja) * 1992-05-21 1993-12-07 Honda Motor Co Ltd ２サイクルエンジンの排気装置
JP3672564B2 (ja) * 1993-09-16 2005-07-20 ピヴォタル エンジニアリング リミテッド 内燃機関
JP3778318B2 (ja) * 1997-05-23 2006-05-24 本田技研工業株式会社 ２サイクル内燃機関
CN1283900C (zh) * 2000-03-23 2006-11-08 发动机有限公司 内燃机活塞
JP2002371855A (ja) * 2001-06-19 2002-12-26 Daihatsu Motor Co Ltd ２サイクル式内燃機関

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3315648A (en) * 1963-10-11 1967-04-25 Jacques Marc Georges Castillo Internal combustion engine
US6082625A (en) * 1996-07-29 2000-07-04 Teleflex (Canada) Ltd. Transit vehicle heater
US6003479A (en) * 1997-05-12 1999-12-21 Evans; Mark M. Piston construction
US20060137626A1 (en) * 2004-12-23 2006-06-29 Lee Bong S Cooling system for an engine
US20090256353A1 (en) * 2008-04-09 2009-10-15 Ti Group Automotive Systems, Llc Tube To Hose Coupling

Also Published As

Publication number Publication date
US8720391B2 (en) 2014-05-13
JP2012522177A (ja) 2012-09-20
WO2010114394A1 (fr) 2010-10-07
KR101640626B1 (ko) 2016-07-18
EP2414636A1 (fr) 2012-02-08
KR20120025449A (ko) 2012-03-15
EP2414656A1 (fr) 2012-02-08
JP2012522178A (ja) 2012-09-20
EP2414656B1 (fr) 2018-07-25
EP2414656A4 (fr) 2017-04-05
WO2010114393A1 (fr) 2010-10-07
KR20120024546A (ko) 2012-03-14
US20120097142A1 (en) 2012-04-26
JP5662996B2 (ja) 2015-02-04

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