US2845917A - Cylinder and piston arrangement - Google Patents
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- US2845917A US2845917A US531339A US53133955A US2845917A US 2845917 A US2845917 A US 2845917A US 531339 A US531339 A US 531339A US 53133955 A US53133955 A US 53133955A US 2845917 A US2845917 A US 2845917A
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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
- F02F3/02—Pistons having means for accommodating or controlling heat expansion
- F02F3/022—Pistons having means for accommodating or controlling heat expansion the pistons having an oval circumference or non-cylindrical shaped skirts, e.g. oval
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Description
Allg. 5, 1958 L. LAUBENDER 2,845,917
CYLINDER ANDA PISTON ARRANGEMENT Filed Augf so, 1955 s sheets-sheet 2 INVENTOR. L un we Mue/ips@ Allg 5, 1958 1 LAUBENDER I 2,845,917
CYLINDER AND `PIsToN ARRANGEMENT Filed Aug. so, 1955 s sheets-sheet s IN VEN TOR Ludwig Laub :.nex
United States Patent O M CYLINDER AND PISTON ARRANGEMENT Ludwig Laubender, Kassel, Germany, assignor to Firma Krauss-Malei A. G., Munchen-Allach, Germany Application August 30, 1955, Serial No. 531,339
19 Claims. (Cl. 123-191) The present invention relates to a cylinder and piston arrangement.
More particularly, the present invention relates to a cylinder and piston arrangement which iinds particular use in internal combustion engines, especially of the diesel type.
There exist in the prior art cylinder and piston arrangements which are particularly adapted for use in diesel type combustion engines, especially in two-cycle diesel engines. In View of the very high temperatures to which the cylinders and pistons are subjected, provision has been made allowing for the expansion of such pistons. Pistons of the prior art therefore often include a tapered peripheral portion which tapers toward the front end of the piston so that when the same expands under the influence of the operating temperature of a diesel engine, which is of the order of 700 C., the piston will assume a substantially cylindrical shape.
These pistons are often formed with combustion chambers which open in the front end faces of the pistons. Alternatively, a combustion chamber may be formed in the end wall or end face of a cylinder within which the piston reciprocates. As is well known in the art, an explosive gaseous mixture is compressed 'between the end faces of the piston and cylinder so that when the piston is in its uppermost dead-center position with respect to the cylinder, substantially all -of the gaseous mixture is contained within the combustion chamber.
The cylinders and piston of the prior art are normally so constructed that when these parts are at comparatively low temperatures, such as normal room temperature, the end faces of the piston and the cylinder lie in planes normal to the piston axis. When the tapered end of the piston is subjected to the operating temperature of the internal combustion engine, this tapered end will assume a substantially cylindrical shape, as set forth above, but at the same time the front end face of the piston will curve so as to assume a convex configuration. The clearance between the front end face of the piston and the end face of the cylinder within which it reciprocates is, in the uppermost dead-center position of the piston, of the -order of less than l mm. If this clearance is reduced, the edge formed by -a combustion chamber within the piston and the front face thereof is extremely near the end face of the cylinder or if the combustion chamber is formed in the cylinder, the edge formed by this combustion chamber and the end face of the cylinder is extremely near the end face of the piston. In either event, when the gaseous mixture within the combustion chamber explodes, the increased pressure within the combustion chamber causes the exploded mixture to flow through the space formed between the edge and the end `face opposite the same at speeds which lie in the supersonic range. Consequently, this edge becomes scaled, torn or may otherwise be broken, damaged or weakened. As a result, the edge may become rounded or adopt any other undesirable configuration which will ,y 2,845,917 Patented Aug. 5, 1958 2 prevent proper mixing of the gaseous mixture. Also, the mixing will then take place within an enlarged space and this inevitably results in high fuel consumption and inelticient engine operation.
It is therefore one of the objects of the present invention to overcome the above disadvantages by providing a cylinder and piston arrangement making pos-sible very efficient operation of an internal combustion engine, particularly a two-cycle diesel type of internal combustion engine.
It is =another object of the present `invention to -provide a cylinder and piston arrangement wherein the piston, when exposed to the normal operating temperatures of an internal combustion engine, will 'be able to expand but will not reduce the clearance between the end faces of the pistonl and cylinder.
It is yet another object of the present invention to provide a cylinder and piston arrangement in which vone of these members is formed with a combustion ,Chamber opening in its end face wherein the piston, .when exposed to the normal operating temperature of an internal combustion engine, will expand lbut will notreduce the clearance between the edge of the combustion Chamber and the end face of the other member.
The objects Qf the present invention also include ,the provisionof a piston for use in `an internal combustion engine, which piston, when exposed to the normal operating temperatures of the engine, will be able to expand but will not reduce the clearance between-its end face and the end face of the cylinder within which it reciprocates.,
With the above objects in View, the present invention mainly consists in `that improvement in an internal combustion engine which comprises 4a cylinder formed with an end face having a configuration substantially constant at room temperature and at operating temperature vof the engine, and a piston ,slidably arranged in the cylinder and formed with an end face having such a conlguration at room temperature as toassume another contiguration at operating temperature lof the engine, which other configuration `is substantially complementary to the substantially constant configuration of the cylinder end face. According to the present invention, either the piston or the cylinder is formed with a :combustion chamber opening in the end face.
A piston according to a preferred embodimentof the present invention has at room temperature a slightly dished front end face. The end face may be a conicalconcave one having an angle of taper between O.5 and ,2.5" and preferably equal to approximately 11.5";- The piston may also have a tapered peripheral edge portion adjacent and tapering toward the front endface, the angle of taper of this edge portion being between 033 and 1.0 and preferably equal lto approximately 0.5".
A cylinder and piston arrangement according to the present invention may also include ,a piston having at room temperature a flat front end face and a cylinder having at roolrn temperature as well as at operating temperature of an internal combustion engine a slightly dished end face.
`The cylinder and face may be a conical-concave one hav- `ing an angle of taper between 0.5 and 2.5 and preferably equal to approximately 1.0 so that when `the piston is exposed t0 the operating temperature of the engine the piston end face will bulge so as to assume a conical-convex configuration,substantially complementary to the conicalconcave conliguratiQn 0f the Cylinder end face.
This application is a continuation-impart of my cepending application Serial No. 448,848, filed August 10, 195,4, now abandoned.
The novel features which are considered as characteristic for Vtheinvention are set forth in particular in the 3' appended claims. The invention itself, however, both as to its construction and its method of operation, together with additional objects and advantages thereof, will be fbest understood from the following description of specific embodiments when read in connection with the accompanying drawings, in which:
Fig. 1 is a sectional view of a preferred embodiment of a piston according to the present invention shown at a temperature below the normal operating temperature of an internal combustion engine;
Fig. 2 is a sectional view of a cylinder and piston arrangement which includes the piston illustrated in Fig. 1, the parts being shown at the normal operating temperature of an internal combustion engine;
Fig. 3 is a sectional view of another preferred embodiment of a piston according to the lpresent invention shown .at a temperature below the normal operating temperature of an internal combustion engine;
Fig. 4 is a sectional view of a cylinder and piston arrangement which includes the piston illustrated in Fig. 3, the parts being shown at the normal operating temperature of an internal combustion engine;
Fig. 5 is a sectional view of another preferred embodiment of a cylinder and piston arrangement according to the present invention, the parts being shown below the normal operating temperature of an internal combustion engine; and
Fig. 6 is a sectional view of the cylinder and piston arrangement illustrated in Fig. 5, the parts being shown at the normal operating temperature of an internal combustion engine.
Referring now to the drawings, and to Figs. 1 and 2 thereof in particular, there is shown a piston 1 having a front end face 2. The piston is formed with a concavity 3 opening in the end face Z, which concavity forms a cornbustion chamber within which a gaseous mixture is compressed during upward movement of the piston, as is well known in the art. The end face 2 is therefore an annular one, the concavity 3 forming a circular .edge 10 with the end face.
The concavity 3 is substantially concentric with the piston 1, but may, if desired, be slightly eccentric.
The piston 1 is shown in Fig. 1 while exposed to normal room temperature which is very much below the normal operating temperature of a diesel type internal combustion engine, which operating temperature is of the order of 700 C. At such room temperature, the end face 2 is slightly dished so as to be frusto-conical or conical-concave and has an angle of taper y formed between a plane tangent to the end face 2 and a plane normal to the axis of the piston 1. The angle 'y is between 0.5 and 2.5 and is preferably equal to approximately 1.5
The upper portion of the piston 1, as viewed in Figs. l and 2, has a tapered peripheral edge portion 7 which tapers toward the end face 2. This portion has an angle of taper formed between a plane tangent to the tapered peripheral edge portion 7 and the axis of the piston 1 or, as is shown in Fig. 1, a line or plane parallel to the The angle is between 033 to 1.0, and is preferably equal to approximately 0.5". f
An angle a is formed at the upper edge 8 of the piston Iby the intersection of the frusto-conical end face 2 and the tapered peripheral edge portion 7, which angle is approximately equal to 90.
The piston 1 is slidably arranged for reciprocation within a cylinder, the end wall 6 and end face 5 thereof are shown in Fig. 2. In the instant embodiment, the end face 5 lies in a plane substantially normal to the piston axis.
As set forth above, the piston 1 is illustrated in Fig. 1 while exposed to a temperature very much below the normal operating temperature of an internal combustion chamber, as for example, a room temperature. Y When the piston is exposed to the normal operating tempera# ture prevailing in the upper portion of the cylinder during operation of an internal combustion engine, such as a twocycle Diesel type internal combustion engine, the piston will expand and assume the substantially cylindrical shape shown in Fig. 2. As a result, the end face 2 will deform upwardly so that it lies in a plane normal to the piston axis, the angle a remaining substantially constant during the expansion of the upper portion of the piston. In practice, the angle a may, during expansion of the piston, increase very slightly inasmuch as the temperature in the immediate vicinity of the end face 2 will be somewhat higher than in the immediate vicinity of the edge portion 7 in view of the fact that the piston rings (not shown) will conduct heat from the edge portion 7 to the cylinder wall. It has been found that in an embodiment in which the angle 'y is equal to approximately 1.5 and the angle is equal to approximately 0.5", so that the angle a is equal to approximately 89.0, the latter will upon expansion of the piston increase to approximately so that the piston will assume a substantially cylindrical shape.
At the top dead-center position of the piston a clearance 9 should be maintained between the piston end face 2 and the cylinder end face 5, which clearance may be of the order of less than l mm.
Fig. 2 shows in `dotted line, the configuration assumed by a piston having, at room temperature, a front end face normal to the axis of the piston, when the end face of such a piston is exposed to the normal operating temperatures of a Diesel engine. The front end face of such a cylinder will bulge out so as to assume a convex configuration, as is shown by dotted line 11. As a result, the clearance 9 is materially reduced, especially in the vicinity of the edge 10, as is indicated at 4, so that a gaseous mixture in the combustion chamber will, when exploded, ow through the space 4 formed between the edge 10 and the end face 5. In practice, the speed at which the exploded mixture flows through this space exceeds the speed of sound. As a result, the edge 10 becomes scaled, torn and may otherwise be broken, damaged or weakened, so that the edge may become rounded or adopt any other undesirable configuration which would prevent proper mixing of the gaseous mixture. Also, inasmuch as the space within which the mixing takes place is enlarged beyond the volume within which the mixture is intended to be mixed, the engine will require a higher fuel consumption and will therefore operate at a greatly decreased eliiciency.
The coniiguration of the cylinder end face will remain substantially constant at room temperature as Well as at operating temperature of the engine, so that it will be understood that by providing a piston which, at such operating temperature, has a configuration complementary to the cylinder end face, the clearance between the piston and cylinder end faces is not decreased below thc minimum clearance required for eicient engine operation.
In the embodiment illustrated in Figs. 1 and 2, the cylinder end face 2 is normal 4to the piston axis so that a complementary piston end face will likewise be normal to the piston axis. This is achieved by fashioning the piston so that its front end face will, at room temperature, be formed with a dish-shaped depression, as set forth above.
While the dish-shaped depression of the piston end face 2 is, in Fig. l, shown as a frusto-conical one, any suitable slightly dished configuration may be imparted to this end face.
Figs. 3 and 4 illustrate another preferred embodiment of the present invention and correspond t-o Figs. l and 2, respectively, in that Fig. 3 shows a piston at a. temperature below the normal operating temperature of an internal combustion engine and Fig. 4 shows the piston at normal -operating temperature. Piston l' of the instant ernbodiment differs from piston 1 of the above described embodiment in that no combustion chamber is provided within the piston 1. Instead, a combustion chamber 3 is formed in the end lWall 6' of a cylinder within which the piston l' reciprocates. The combustion chamber 3 is substantially concentric with piston 1', but may be slightly eccentric.
In all other respects, the instant embodiment is similar to the one illustrated in Figs. l and 2.
When the piston 1 is exposed to the normal operating temperature of an internal combustion engine, it will assume the configuration shown in solid lines in Fig. 4, whereas if the piston 1 were formed with an end face 2' lying, at room temperature, in a plane normal to the axis of the piston, such end face would curve convexly, as shown by dotted line 11. According to the latter arrangement, the clearance between the edge 10', which edge is formed by the combustion chamber 3' and the end face and the dotted line 11 would be materially decreased, as indicated at 4 in Fig. 4. However, by fashioning the piston 1 with a slightly dished front end face 2', the necessary clearance between the end face 2 and the edge lil at top dead-center position of the piston will be maintained at all times, even when the pist-on is subjected to the normal operating temperature of a Diesel engine.
While the dish-shaped depression in the end face 2 is shown in Fig. 3 as a frusto-conical one, any suitable .slightly dished configuration may be imparted to this end face.
Figs. 5 and 6 illustrate yet another preferred embodiment of the present invention and correspond to Figs. land 2, respectively, in that Fig. 5 shows a cylinder and piston arrangement at a temperature below the normal operating temperature of au internal combustion engine and Fig. 6 shows the same arrangement at the normal roperating temperature of an internal combustion engine. Piston 1 of the instant embodiment differs from the pistons of the above described embodiments in that the piston 1" has an end face which, at room temperature, lies in a plane normal to the piston axis. However, the end face 5 of the cylinder within which the piston 2" reciprocates is slightly dished so as to be frusto-conical or conical-concave and has an angle of taper 'y" formed between a plane tangent to the end face 5" and a plane normal to the common cylinder and piston axis. The angle fy is between 0.5 and 25 and is preferably equal to approximately 1.0".
The cylinder end wall 6" is formed with a combustion chamber 3 which is substantially concentric with the piston 1 but may be slightly eccentric.
In all other respects, the instant embodiment is similar to the above-described ones.
When the piston 1" is exposed to the normal operating temperature of an internal combustion engine, it will assume the configuration sho-wn in Fig. 6. This configuration is substantially complementary to the configuration of the cylinder end face S" so that a proper clearance 9 will at all times be maintained between the end faces 2' and 5', the configuration of the cylinder end face 5" remaining substantially constant at room temperature as well as at operating temperature of the engine. It is clear that if the cylinder end face 5 Were a iiat end face, shown in outline together with the combustion chamber by dotted line 11", the clearance between such a cylinder end face and the piston end face 2. would be reduced, as shown at 4" in Fig. 6, below the minimum clearance required for elcient engine operation. However, by fashioning the cylinder and piston end faces so that the same are complementary to each other at normal operating temperature, the required clearance 9" will at all times be maintained.
It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of cylinder and piston arrangements differing from the types described above.
While the invention has been illustrated and described `as embodied in a cylinder and piston arrangement for use 6 in a diesel type internal combustion engine, it is not-'intended to be limited to the details shown, since various modifications and structural changes may be made Without departing in any way from the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can by applying current knowledge readily adapt it for various applications without omitting features that, from the standpoint of prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention and, therefore, such adaptations should and are intended to be comprehended within the meaning and range of equivalence of the following claims.
What is claimed as new and `desired to be secured by Letters Patent is:
l. In an internal combustion engine, in combination, a cylinder formed with an end face having a configuration substantially constant at room temperature and at operating temperature of said internal combustion engine; and a piston slidably arranged in said cylinder and formed with an end face having such a configuration at room temperature as to assume another configuration at operating temperature of said internal combustion engine, said other configuration being substantially complementary to said substantially constant configuration of said cylinder end face.
2. In an internal combustion engine, in combination, a cylinder member formed with an end face having a configuration substantially constant at room temperature and at operating temperature of said internal combustion engine; and a piston member slidably arranged in said cylinder and formed with an end face having such a configuration at room temperature as to assume another configuration at operating temperature of said internal cornbustion engine, said other configuration being substantially complementary to said substantially constant configuration of said cylinder member end face, one of said members being formed with a combustion chamber opening in its end face. y
3. In an internal combustion engine, in combination, a cylinder member formed With an end face having a configuration substantially constant at room temperature and at operating temperature of said internal combustion engine; and a piston member slidably arranged in said cylinder and formed With an end face having such a configuration at room temperature as to assume another conguration at operating temperature of said internal combustion engine, said other configuration being substantially complementary to said substantially constant configuration of said cylinder member end face, one -of said members being formed with a combustion chamber opening in its end face, said combustion chamber being substantially concentric with said member. I
4. In an internal combustion engine, in combination, a cylinder formed with an end face having a configuration substantially constant at room temperature and at operating temperature of said internal combustion engine; and a piston slidably arranged in said cylinder and formed with an end face having such a configuration at room temperature as to assume another configuration at operating temperature of said internal combustion engine, said other configuration being substantially complementary to said substantially constant configuration of said cylinder end face, said piston being formed with a com bustion chamber opening in its end face.
5. In an internal combustion engine, in combination, a cylinder formed with an end face having a configuration substantially constant at room temperature and at operating temperature of said internal combustion engine, said cylinder being formed with a combustion chamber opening in its end face; and a piston slidably arranged insaid cylinder and formed with an end face having such a configuration at room temperature as to assume another configuration at operating temperature of said'internal combustion engine, said other configuration being substantially complementary to said substantially constant configuration of said cylinder end face.
6. In an internal combustion engine, in combination, a cylinder formed with an end face having a flat contiguration substantially constant at room temperature and at operating temperature of said internal combustion engine; and a piston slidably arranged in said cylinder and formed with an end face having a slightly dished configuration at room temperature and capable of assuming a fiat configuration at operating temperature of said internal combustion engine.
7. In an internal combustion engine, in combination, a cylinder formed With an end face having a slightly dished configuration substantially constant at room ternperature and at operating temperature of said internal combustion engine; and a piston slidably arranged in said cylinder and formed with an end face having a flat conguration at room temperature and capable of assuming a slightly bulging configuration at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said slightly dished substantially constant configuration of said cylinder end face.
8. For use in an internal combustion engine having a cylinder of predetermined cross-sectional configuration provided with a top end surface of a given configuration, a piston having a cross-sectional configuration mating with that of the cylinder and having at room temperature, when the engine is not operating, a conical concave end face directed toward the top end surface of the cylinder, the angle of taper of said end face being approximately 1.5 at room temperature when the engine is not operating, said end face of said piston changing, due to expansion of said piston While the engine heats up to its operating temperature, to a configuration at the operating temperature of the engine which is substantially identical to the configuration of the top end surface of the cylinder at the operating temperature of the engine.
9. For use in an internal combustion engine having a cylinder of predetermined cross-sectional configuration provided with a top end surface of a given configuration, a piston having a cross-sectional configuration mating with that of the cylinder and having at room temperature, when the engine is not operating, a conical concave end face directed toward the top end surface of the cylinder, the angle of taper of said end face being between 0.5 and 2.5 at room temperature when the engine is not operating said end face of said piston changing, due to expansion of said piston While the engine heats up to its operating temperature, to a configuration at the operating temperature of the engine which is substantially identical to the configuration of the top end surface of the cylinder at the operating temperature of the engine.
l0. For use in an internal combustion engine having a cylinder of predetermined cross-sectional configuration provided with a top end surface of given configuration and side walls adjacent to said top end surface of given configuration, a piston having a cross-sectional conguration mating with that of the cylinder and having at room ternperature, when the engine is not operating, a slightly dished front end face directed toward the top end surface of the cylinder as Well as a tapered peripheral edge portion adjacent and tapering toward said front face and directed toward said side walls of the cylinder, the angle of taper of said tapered peripheral edge portion being approximately 0.5 at room temperature when the lengine is not operating, said end face and said peripheral edge portion of said piston changing, due to expansion of said piston while the engine heats up to its operating temperature, to configurations at the operating temperature of the engine which respectively are substantially identical to the congurations of the top encl surface and the side walls of the cylinder at the operating temperature of the engine.
1l. 'For use in an internal combustion engine having a cylinder of predetermined cross-sectional configuration provided with an inner cylindrical surface and a top end surface of given lconfiguration at one end of said cylindrical surface, a piston having a cross-sectional configuration mating with that of the cylinder and having at room temperature a slightly dished front end face directed toward the top end surface of the cylinder as well as a tapered peripheral edge portion adjacent and tapering toward said front face and directed toward said cylindrical surface of the cylinder, the angle of taper of said tapered peripheral edge portion being between 0.33 and l.0 at room temperature when the engine is not operating, said end face and said peripheral edge portion of said piston changing, due to expansion of said piston While the engine heats up to its operating temperature, to configurations at the operating temperature of the engine which respectively are substantially identical to the configurations of the top end surface and the cylindrical surface of the cylinder at the operating temperature of the engine.
12. For use in an internal combustion engine having a cylinder of a predetermined cross-sectional configuration provided with an inner cylindrical surface and a top end surface of a given configuration at one end of said cylindrical surface, a piston having a cross-sectional configuration mating With that of the cylinder and having at room temperature, when the engine is not operating, a conical concave end face directed toward the top end surface of the cylinder, the yangle of taper of said end 4face being approximately 1.5 said piston also having a tapered peripheral edge portion adjacent and tapering toward said front end face, and directed toward said cylindrical surface of the cylinder, the angle of taper of said tapered peripheral edge portion being lapproximately 0.5 at room temperature when the engine is not operating, said end face and said peripheral edge portion of said piston changing, due to expansion of said piston While the engine heats up to its operating temperature, to configurations at the operating temperature of the engine which yrespectively are substantially identical to the configurations of the top end surface and the cylindrical surface of the cylinder at the operating temperature of the engine. V
13. For use in an internal combustion engine having ya cylinder of a predetermined cross-sectional configuration provided with an inner cylindrical surface and a top end surface of a given configuration at one end of said cylindrical surface, a piston having a cross-sectional configuration mating with that of the cylinder and having at room ternperature, when the engine is not operating, a conical concave end face directed toward the top end surface of the cylinder, the angle of taper of said end face being between 0.5 and 2.5", said piston also having a tapered peripheral edge portion adjacent and tapering toward said front end face and directed toward said cylindrical surface of the cylinder, the angle of taper of said tapered peripheral edge portion being between 033 and 1.0 at room temperature when the engine is not operating, said end face and said peripheral edge portion of said piston changing, due to expansion of said piston while the engine heats up to its operating temperature, to configurations at the operating temperature of the engine which respectively are substantially identical to the configurations at the top end surface and the cylindrical surface of the cylinder at the operating temperature of the engine.
14. For use in an internal combustion engine having a cylinder of predetermined cross-sectional configuration provided with an inner cylindrical surface and a top end surface of given configuration at one end of said cylindrical surface, a piston having a cross-sectional configuration mating with that of the cylinder and having at room temperature, when the engine is not operating, a conical concave end face directed toward the top end surface of the cylinder, the angle of taper of said end face being between O.5 and 2.5", said piston also having a tapered pe- -ripheral edge portion adjacent and tapering toward said front end face and extended toward said cylindrical surface of the cylinder, the angle of taper of said tapered peripheral edge portion being between 0.33 and 1.0 at room temperature when the engine is not operating, said end face and said peripheral edge portion of said piston changing, due to expansion of said piston while the engine heats up to its operating temperature, to configurations at the operating temperature of the engine which respectively are substantially identical to the configurations of the top end surface and the cylindrical surface of the cylinder at the operating temperature of the engine, said piston being formed with a combustion chamber opening in said end face.
15. In an internal combustion chamber, in combination, a cylinder having a conical concave end face substantially constant at room temperature and at operating temperature of said internal combustion chamber, the angle of taper of said end face being approximately 1.0; and a piston slidably arranged in said cylinder and formed with an end face having a flat configuration at room temperature and capable of assuming a slightly bulging coniiguration at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said conical concave cylinder end face.
16. In an internal combustion chamber, in combination, a cylinder having a conical concave end face substantially constant at room temperature and at operating temperature of -said internal combustion chamber, the angle of taper of said end face being between 0.5 and 2.5 and a piston slidably arranged in said cylinder and formed with an end face having a flat configuration at room temperature and capable of assuming a slightly bulging configura- Ition at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said conical concave cylinder end face.
17. In an internal combustion engine, in combination, a cylinder formed with an end face having a slightly dished configuration substantially constant at room temperature and at operating temperature of said internal combustion engine, said cylinder being also formed with a combustion chamber opening in its end face; and a piston slidably arranged in said cylinder and formed with an end face having a at configuration at room temperature and capablo of assuming a slightly bulging configuration at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said slightly dished substantially constant configuration of said cylinder end face.
18. In an internal combustion chamber, in combination, a cylinder having a conical concave end face substantially constant at room temperature and .at operating temperature of said internal combustion chamber, the angle of taper of said end face being approximately 1.0", said cylinder -being also formed with a combustion chamber opening in its end face; and a piston slidably arranged in said cylinder and formed with an end face having a flat configuration at room temperature and capable of assuming a slightly bulging configuration at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said conical concave cylinder end face.
19. In an internal combustion chamber, in combination, a cylinder having a conical concave end face substantially constant at room temperature and at operating temperature of said internal combustion chamber, the angle of taper of said end face being between 0.5 and 2.5, said cylinder being also formed with a combustion chamber opening in its end face; and a piston slidably ar- [ranged in said cylinder and formed with an end face having a Hat configuration at room temperature and capable of assuming a slightly bulging configuration at operating temperature of said internal combustion engine, said slightly bulging configuration of said piston end face being substantially complementary to said conical concave cylinder end face.
References Cited in the le of this patent UNITED STATES PATENTS 1,567,802 Greenland Dec. 29, 1925 1,729,972 Horning Oct. l, 1929 1,803,263 Lang Apr. 28, 1931 1,983,198 Steiger Dec. 4, 1934 2,466,181 Myrick Apr. 5, 1949 FOREIGN PATENTS 881,483 France i Apr. 27, 1943 960,098 France Apr. 1l, 1950
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US531339A US2845917A (en) | 1955-08-30 | 1955-08-30 | Cylinder and piston arrangement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US531339A US2845917A (en) | 1955-08-30 | 1955-08-30 | Cylinder and piston arrangement |
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| US2845917A true US2845917A (en) | 1958-08-05 |
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| US531339A Expired - Lifetime US2845917A (en) | 1955-08-30 | 1955-08-30 | Cylinder and piston arrangement |
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Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3104594A (en) * | 1960-10-31 | 1963-09-24 | Cummins Engine Co Inc | Piston construction |
| US3175543A (en) * | 1961-08-17 | 1965-03-30 | Stihl Andreas | Air compressing piston internal combustion engine |
| US3463057A (en) * | 1967-03-23 | 1969-08-26 | Int Harvester Co | Arrangement of cylinder and piston in engine |
| US3489130A (en) * | 1968-01-10 | 1970-01-13 | Sealed Power Corp | Piston and cylinder construction |
| US3508531A (en) * | 1968-05-31 | 1970-04-28 | Int Harvester Co | Arrangement of cylinder and piston in engine |
| US4106463A (en) * | 1977-01-31 | 1978-08-15 | Koppers Company, Inc. | Double taper piston |
| US4124010A (en) * | 1976-12-20 | 1978-11-07 | Dana Corporation | Piston pin bore and method of finishing |
| FR2410141A1 (en) * | 1977-11-25 | 1979-06-22 | Kloeckner Humboldt Deutz Ag | INTERNAL COMBUSTION ENGINE CYLINDER WITH ALTERNATIVE PISTONS |
| US4205649A (en) * | 1976-06-11 | 1980-06-03 | Mahle Gmbh | Light-metal piston |
| US4362136A (en) * | 1978-11-14 | 1982-12-07 | Mahle Gmbh | Internal combustion engine piston |
| US4470375A (en) * | 1983-06-09 | 1984-09-11 | Automotive Engine Associates | Fully hydrodynamic piston ring and piston assembly with elastomerically conforming geometry and internal cooling |
| US5052281A (en) * | 1989-04-11 | 1991-10-01 | Aisin Seiki Kabushiki Kaisha | Internal combustion engine piston with top-land circumferential projection arrangement |
| US5267505A (en) * | 1989-05-06 | 1993-12-07 | Vickers Plc | Piston |
| US20080314241A1 (en) * | 2005-09-03 | 2008-12-25 | Ks-Kolbenschmidt Gmbh | Piston Comprising a Circumferential Radial Recess Located Below an Annular Groove |
| US20110176942A1 (en) * | 2008-10-29 | 2011-07-21 | Panasonic Carporation | Sealed compressor |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1567802A (en) * | 1925-12-29 | Unitfd statfs | ||
| US1729972A (en) * | 1921-04-18 | 1929-10-01 | Waukesha Motor Co | Internal-combustion engine |
| US1803263A (en) * | 1924-07-04 | 1931-04-28 | Acro Ag | Internal-combustion engine with self ignition |
| US1983198A (en) * | 1931-02-09 | 1934-12-04 | Steiger Walther | Two stroke self-igniting internal combustion engine |
| FR881483A (en) * | 1941-04-23 | 1943-04-27 | Schmidt Gmbh Karl | Piston for internal combustion engines |
| US2466181A (en) * | 1946-11-14 | 1949-04-05 | Myrick Lockwood | Means for inducting and stratifying working gases in internal-combustion engines |
| FR960098A (en) * | 1950-04-12 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1567802A (en) * | 1925-12-29 | Unitfd statfs | ||
| FR960098A (en) * | 1950-04-12 | |||
| US1729972A (en) * | 1921-04-18 | 1929-10-01 | Waukesha Motor Co | Internal-combustion engine |
| US1803263A (en) * | 1924-07-04 | 1931-04-28 | Acro Ag | Internal-combustion engine with self ignition |
| US1983198A (en) * | 1931-02-09 | 1934-12-04 | Steiger Walther | Two stroke self-igniting internal combustion engine |
| FR881483A (en) * | 1941-04-23 | 1943-04-27 | Schmidt Gmbh Karl | Piston for internal combustion engines |
| US2466181A (en) * | 1946-11-14 | 1949-04-05 | Myrick Lockwood | Means for inducting and stratifying working gases in internal-combustion engines |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3104594A (en) * | 1960-10-31 | 1963-09-24 | Cummins Engine Co Inc | Piston construction |
| US3175543A (en) * | 1961-08-17 | 1965-03-30 | Stihl Andreas | Air compressing piston internal combustion engine |
| US3463057A (en) * | 1967-03-23 | 1969-08-26 | Int Harvester Co | Arrangement of cylinder and piston in engine |
| US3489130A (en) * | 1968-01-10 | 1970-01-13 | Sealed Power Corp | Piston and cylinder construction |
| US3508531A (en) * | 1968-05-31 | 1970-04-28 | Int Harvester Co | Arrangement of cylinder and piston in engine |
| US4205649A (en) * | 1976-06-11 | 1980-06-03 | Mahle Gmbh | Light-metal piston |
| US4124010A (en) * | 1976-12-20 | 1978-11-07 | Dana Corporation | Piston pin bore and method of finishing |
| US4106463A (en) * | 1977-01-31 | 1978-08-15 | Koppers Company, Inc. | Double taper piston |
| FR2410141A1 (en) * | 1977-11-25 | 1979-06-22 | Kloeckner Humboldt Deutz Ag | INTERNAL COMBUSTION ENGINE CYLINDER WITH ALTERNATIVE PISTONS |
| US4362136A (en) * | 1978-11-14 | 1982-12-07 | Mahle Gmbh | Internal combustion engine piston |
| US4470375A (en) * | 1983-06-09 | 1984-09-11 | Automotive Engine Associates | Fully hydrodynamic piston ring and piston assembly with elastomerically conforming geometry and internal cooling |
| US5052281A (en) * | 1989-04-11 | 1991-10-01 | Aisin Seiki Kabushiki Kaisha | Internal combustion engine piston with top-land circumferential projection arrangement |
| US5267505A (en) * | 1989-05-06 | 1993-12-07 | Vickers Plc | Piston |
| US20080314241A1 (en) * | 2005-09-03 | 2008-12-25 | Ks-Kolbenschmidt Gmbh | Piston Comprising a Circumferential Radial Recess Located Below an Annular Groove |
| US20110176942A1 (en) * | 2008-10-29 | 2011-07-21 | Panasonic Carporation | Sealed compressor |
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