US3552370A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
US3552370A
US3552370A US801124A US3552370DA US3552370A US 3552370 A US3552370 A US 3552370A US 801124 A US801124 A US 801124A US 3552370D A US3552370D A US 3552370DA US 3552370 A US3552370 A US 3552370A
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coating
internal combustion
aluminum
nickel
combustion engine
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US801124A
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Southwick W Briggs
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    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/02—Surface coverings of combustion-gas-swept parts
    • 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
    • F05C2201/0466—Nickel
    • 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
    • F05C2201/0469—Other heavy metals
    • F05C2201/0475—Copper or alloys thereof
    • 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
    • F05C2251/06—Reflective properties

Definitions

  • the present invention relates to internal combustion engines and is concerned with the coating of combustion chamber wall surfaces to reduce heat losses and to reduce air pollution in the exhaust gases by providing for more complete burning of the fuel in the combustion chamber.
  • the present invention has for an object the provision of a new and improved internal combustion engine having combustion chamber wall surfaces covered 'with a new and improved coating material, highly effective in reflecting infrared heat radiation and having excellent insulating qualities to resist direct conductive heat transfer from the combustion gases through the combustion chamber wall surfaces.
  • Another object of the present invention is to provide a new and improved method for applying a heat flow retarding coat-v ing to the combustion chamber wall surfaces of an internal combustion engine.
  • Another object of the present invention is to provide a new and improved internal combustion engine having a coating material applied to the combustion chamber wall surfaces comprising a base layer for retarding heat flow by conduction and having high mechanical strength, and an outer layer for reflecting infrared radiation securely bonded to said base layer and also having high mechanical strength and good wear resistance characteristics.
  • Still another object of the present invention is to provide a new and improved coating'of the type described'for application onto combustion chamber wall surfaces of an internal combustion engine, said coating having high mechanical strength and being able to withstand high temperatures and pressures, and having good wear resistance characteristics.
  • Another object of the present invention is to provide a new and improved internal combustion engine having a combustion chamber surface coated with heat reflective material, which material can be easily and rapidly applied, is low in cost, and has a long and useful life under high wear conditions of high pressure and temperature.
  • FIG. I is a fragmentary, sectional, elevational view depicting the invention as applied to the combustion chamber of a diesel-type, internal combustion engine;
  • FIG. 2 is a greatly enlarged, fragmentary, sectional view taken on line 2-2 of FIG. I and illustrating a coating applied to the piston head of the engine with the thickness of the coating being exaggerated to better illustrate a feature of the invention;
  • FIG. 3 is a graphical representation illustrating comparative test results between a standard engine having no combustion chamber surface coating and the same engine having coated combustion chamber wall surfaces in accordance with the present invention
  • FIG. 4 is a graphical representation illustrating comparative test results between a standard engine having no combustion chamber surface coating and the same engine having coated combustion chamber wall surfaces'inaccordance with the present invention.
  • FIG. 5 is a bar graph illustrating comparative test results between a standard engine having no combustionchamber surface coating and the same engine with several different types and/or thicknesses of coating applied and showing the effect of the different coatings on engine performance.
  • a coating material applied to combustion chamber surfaces such, for example, as a piston head, cylinder wall, engine head, etc.
  • the coating is highly reflective of infrared heat radiation and also provides a heat insulating barrier resisting the transfer of heat by conduction from the gases in the combustion chamber through the chamber walls.
  • a multilayer coating for combustion chamber wall surfaces of a diesel-type engine comprises a lower or insulating base layer for retarding conductive heat transfer through the engine walls, which base layer includes nickel and aluminum and an outer layer including copper which is effective to reflect a high percentage of the infrared heat radiation that is generatedby the burning gases in the combustion chamber.
  • the multilayer coating of the present invention greatly reduces heat losses from the hot gases in the combustion chamber and, accordingly, the temperature of the gases in the combustion chamber is elevated-above the temperatures developed in a similar'engine without coated combustion chamber surfaces.
  • the coating and higher temperature results in a much higher percentage of hydrocarbons being completely oxidized, thereby producing higher engine efficiency, reduced fuel consumption, and a reduced amount of unburned hydrocarbons in the exhaust gases, the latter factor being of considerable importance in view of the present stress on means for reducing air pollution from internal combustion engines.
  • thepresent invention is, by way of example, illustrated asapplied to a diesel-type internal combustion engine, and it is to be understood that the invention is applicable to other types of internal combustion engines as well as to internal combustion chambers generally, wherein it is desired to minimize heat losses between the burning gases and the combustion chamber wall surfaces.
  • the engine block is referred to generally by the reference numeral 10, and includes one or more cylinders 12, each having an upper end closed by the cylinderhead structure I4.
  • a piston 16, having a plurality of rings 18 thereon, is disposed for sliding movement in the cylinder 12 for travel toward and away from the cylinder head 14 in the conventional manner.
  • the cylinder head structure'l4 is provided with a pair of valve openings or valve seats for each cylinder, and an exhaust and intake valve is associated with each pair of seats, one of which is shown as the valve 20.
  • Each cylinder is provided with a fuel nozzle 22 for introducing fuel into the combustion chamber for burning.
  • a combustion chamber 24 is defined within the cylinder 12 between the upper surface or head of the piston 16, the lower or undersurface of the head structure 14 and the lower surfaces of the valves 20.
  • all or part of the wall surfaces defining the combustion chamber 24 are coated with heat-reflective material and the coating is generally designated by the numeral 26 and is described in greater detail hereinafter.
  • the coating 26 is shown in exaggerated thickness on the piston headin FIG. 2, and is especially adapted to withstand the high operating temperatures and .pressures encountered in the combustion chamber 24 and is well suited to resist the corrosive activity of high temperature burning gases.
  • the coating 26 is especially adapted to reflect infrared heat radiation generated by the burning gases and is particularly effective in reflecting radiation having awave length in the range between .7 and 10.0 microns. Besides being effective to reflect a high percentage (approximately 75 percent or more) of the infrared heat radiation generated by the burning gases in the combustion chamber 24, the coating 26 is also effective as an insulating barrier and resists the flow of heatby conduction through the wall structures.
  • the coating 26 is effective to reduce heat losses in two ways; one way, by reflecting infrared heat radiation generated in the gases in the chamber and, secondly, by providing an insulating barrier around the wall surfaces of the combustion chamber 24 to retard the flow of heat by conduction through the wall structure defining the combustion chamber.
  • the heat reflective coating 27 may be applied in several different thicknesses on a combustion chamber wall surface and may be applied in a greaterthickness at the higher temperature locations than in the colder areas.
  • the region designated as T represents a portion of thecombustion chamber wall surface that normally runs hotter than an adjacent region on the piston head surface designated T
  • the coating 26 is applied in greater thickness in the hotter region T, than in the lower temperature region T so that the greater temperature differential will be resisted by a greater thickness of coating material 26.
  • Temperature studies on high speed, internal combustion engines have indicated that the central portion ofthe piston head is generally higher in temperature than the peripheral portions thereof and. accordingly. the coating 26 is applied in greater thickness in the center of the piston head surface than around the outer edges.
  • the surface temperature of the combustion chamber walls should be uniform to prevent hot and cold spots which can cause preignition in theengine. Practically, the surface temperature should be maintained as high as is possible without causing the relatively thin coating 26 to melt or to lose appreciable mechanical strength or wear resistance. Cold spots in a combustion chamber are believed to cause carbon accumulations to develop on the wall surfaces of the chamber, and these carbon deposits are thought to cause an increase in the amount of unburned hydrocarbons moving out of the combustion chamber in the exhaust gases. Accordingly, it has been found that by regulating the thickness of the coating 26, a more uniform combustion chamber wall surface temperature can be obtained, and the formation of carbon deposits can be greatly reduced or eliminated entirely. In addition, by reducing the heat losses from the combustion gases, the gases are maintained at higher temperatures, which results in'a smaller amount of carbon condensing out on the adjacent wall sun faces and also results in a lower percentage of unburned hydrocarbons in the exhaust.
  • the coating layer 26 comprises an inner or base layer 28 which functions as an insulating heat barrier because of its comparatively low heat-conductive characteristic in comparison to the base metal of the engine, normally aluminum, iron, or alloy.
  • a base layer 28 comprising a mixture of nickel and aluminum, provides an excellent insulating barrier for resisting the conductive flow of heat from the combustion chamber gases through the combustion chamber wall structure.
  • the coating 26 also includes an outer layer 30 applied onto the base layer 28, and the primary function of the outer layer 30 is to reflect the infrared heat'radiation received directly back into the burning gases. Copper and cuprous oxide material has been found to make an excellent outer coating 30 for reflecting infrared heat radiation and these materials have good mechanical strength and wear resistance and can be readily bonded or fused with a base layer 28 formed of a mixture of nickel and aluminum.
  • FIGS. 3 and 4 represent graphically comparative test results performed on a single cylinder, Wisconsin Model PHD internal combustion engine driven generator power plant having a nominal full load capacity of 7500 watts at 115/230 volts. Tests on specific fuel consumption, air-t'o-fuel ratio, exhaust gas temperature, and unburned hydrocarbon content in the exhaust gases were run over a representative load range with a standard engine having no coating applied to the combustion chamber wall surfaces, and the curves relating thereto are marked as STANDARD on the diagrams shown in FIGS. 3 and 4.
  • the engine was disassembled and the surfaces of the combustion chamber, including the piston head surface, the cylinder head surface, the valve .heads, and theupper portion of the cylinder wall not contacted by the piston were coated in accordance with the present invention with a base layer about 10 mils thick formed of a mixture of percent nickel and 5 percent aluminum applied in powdered form by flame spraying with an acetylenerich flame.
  • a base layer about 10 mils thick formed of a mixture of percent nickel and 5 percent aluminum applied in powdered form by flame spraying with an acetylenerich flame.
  • an outer layer 30 of copper approximately 5 mils in thickness was applied onto the insulating layer 28 by flame'spraying in a hydrogenrich flame. Comparable testson the engine with the coated combustion chamber were then run, and the curves labeled TEST indicate the test results obtained in FIGS. 3 and 4.
  • the coated TEST engine also registers a great improvement in air-fuel ratio, as indicated in FIG. 4, and a much leaner mixture can be'used'in the coated TEST engine, resulting in higher fuel economy, lower specific fuel consumption, and a hotter burning mixture. It should also be noted that the coated TEST engine results in a somewhat higher exhaust temperature than does the STAN- DARD untreated engine, and this is believed to be one of the reasons for the reduction in the unburned hydrocarbons in the exhaust gases.
  • the base layer 28 of the coating 26 is applied to the wall surfaces of the combustion chamber 24 by flame spraying a mixture of powdered aluminum and nickel.
  • the percentages of the components in the mixture may vary between about 5 percent aluminum and 95 percent nickel to about 20 percent aluminum and 80 percent nickel.
  • One source of material suitable for use is produced by the METCO CORPORATION, and this com pany markets a suitable powdered mixture which is sold under the trademarks Nickel-Aluminae and METCO 0450.”
  • a conventional flame spraying apparatus may be used for applying the aluminum-nickel mixture onto the combustion chamber wall surfaces, and after application of the base layer 28, an outer layer 30 of copper is applied by flame spraying powdered copper in a-hydrogen-rich'flame until the desired thickness is obtained.
  • a base layer 28 of nickel aluminum mixture, flame sprayed onto the base metal of the engine to a thickness within the range of 3 to 20 mils provides an excellent heat insulating barrier for resisting heat flow by conduction.
  • An outer layer 30 applied onto the base layer 28 with a thickness in the range of 4 to 6 mils provides excellent infrared heat reflectivity and bonds wellfto the base layer.
  • the resulting coating 26 has a porosity of about 3 to 5 percent by volume and it is believed that this permits higher combustion chamber surface temperatures (up to about l475) to be accommodated without physical failure, such as cracking, melting, or spalling of the coating from the base metal.
  • the coating 26 applied in a flame spraying operation as described provides the necessary porosity in the coating, so that high temperatures and pressures and uneven heating do not cause excessive internal stresses to develop in the coating material, and consequently the coating has a long and useful life.
  • the copper and cuprous oxides forming the outer layer 30 of the coating 26 should be about 5 mils in thickness, and a layer of this thickness is able to withstand temperature of approximately 1600 without melting away, excessive corrosion, or wear.
  • the base layer 28 beneath the outer layer 30) is thick enough to provide just enough insulation so that the outer surface of the outer layer is maintained at temperatures below but within a 100 F. of the melting temperature of the material.
  • a nickel-aluminum base'layer 28 can'be applied up to a maximum thickness of approximately 20 mils and in various lesser thicknesses so that an outer layer 30 of copper of approximately 6 mils thickness does not reach a temperature above its melting point.
  • the outer layer 30 of copper and cuprous oxides may vary in thickness from approximately 4 to 6 mils, for example, in FIG. 2, the area T, might be 4 mib in thickness and in the ares T it may be about or 5 k mils in the region of higher temperature.
  • FIG. 5 is a bar graph representing comparative test results performed on the same engine with several different types and thicknesses of coating 26 on the'wall surfaces.
  • a STAN- DARD engine with no combustion chamber surface coating was tested, a fuel consumption in pounds per hour of approximately 9.2 was obtained, and the exhaust gases contained about 800 parts per million of unburned hydrocarbons when run at a medium load and constant power setting. It is significant that at the same load and power setting, the same engine, having different types and thicknesses of coatings, as designated in the graph, performed better than the uncoated or STANDARD engine.
  • the fuel consumption in pounds per hour is further reduced to about 7.0, and the unburned carbon in the exhaust is reduced significantly down to about 300 parts per million.
  • the engine was provided with a base layer 28 of nickel and aluminum 10 mils in thickness and a 5 mil outer layer 30 of aluminum oxide rather than copper or cuprous oxides, a slight increase in the fuel consumption is observed and a slight increase in the amount of unburned hydrocarbons in the exhaust gases of approximately 460 parts per million is observed. This result is believed to be due to the fact that an outer coating 30 of alu minum is not as heat reflective as a copper/cuprous oxide coating of the same thickness.
  • the thickness of the insulating or base layer 28 appreciably affects the fuel consumption and the amount of unburned hydrocarbons in the exhaust gases. Also, it should be mentioned that the copper oxide used for the outer layer 30 approximately 4 to 6 mils in thickness appears to be slightly more effective than a coating of aluminum oxide of approximately the same thickness.
  • a base layer 28 comprising a mixture of aluminum and nickel and applied as described by flame spraying in an acetylene-rich flame has been found to provide good mechanical strength and wear resistance. Mixtures ranging from 5 percent to 20 percent aluminum and from 95 percent to percent nickel have been used, and slightly better characteristics are obtained when the mixture has a higher percentage of nickel.
  • Tests indicate that an outer coating comprising 100 percent copper/cuprous oxides approximately 4 to 6 mils in thickness is extremely effective when applied onto a base layer 28 comprising a mixture of nickel and aluminum (from 5 to 20 per cent aluminum and from to 80 percent nickel) between 3 and 20 mils in thickness.
  • the hotter spots on the walls of the combustion chamber 24 are preferably coated with a thicker insulating layer 28, as indicated in FIG. 2; for example, the region T and the outer layer 30 may vary between 4 and 6 mils in thickness between the areas T and T It is believed that a thicker base layer 28 provides a better barrier against conductive heat flow and that a base layer up to 20 mils in thickness comprising a mixture of nickel and aluminum can be used effectively when applied in a flame spraying operation, as mentioned hereinbefore.
  • the aforementioned system of coating the wall surfaces provides a combustion chamber with fewer hot spots and evens out the temperature gradient along the wall surfaces which tends to reduce internal stresses in the engine structure and coating material.
  • a nickel and aluminum base layer 28 applied by flame spraying in an acetylene-rich flame, and an outer coating 30 of copper/cuprous oxides, applied by flame spraying in a hydrogen-rich flame are used, the resultant coating improves engine performance and reduces air pollution caused by unburned hydrocarbons in the exhaust gasesof the engine.
  • the present invention provides a means of improving fuel economy, reducing unburned hydrocarbons in the exhaust gases, and increasing the horsepower available from a given size engine. It is believed that the coating 26 applied to the wall surfaces of the combustion chamber 24 of an engine works in a twofold manner, the outer layer 30 being effective to reflect a majority of the infrared heat developed in the combustion process back into the gases, and the base layer 28 serving as an insulation barrier which reduces heat losses through the combustion chamber wall surfaces by conduction heat transfer.
  • the coating 26, in accordance with the invention is mechanically strong and wear resistant, and can be economically applied to combustion chamber wall surfaces of internal combustion engines and combustion chambers generally.
  • An internal combustion engine including a combustion chamber having a wall surface, the improvement comprising a multilayer coating on at least a portion of said wall surface.
  • said coating including an insulating base layer applied to said wall surface composed of nickel and aluminum for retarding heat transfer through said wall surface by conduction and an outer layer including copper applied to said base layer for reflecting infrared heat ra'diation.
  • the internal combustion engine of claim 1 wherein said 'inner base layer has a thicknessin a range between 3 to 20 mils and said outer layer is approximately 5 mils in thickness 4.
  • said base layer comprises approximately 5 to percent aluminum and 95 to 80 percent nickel.
  • said inner base coating comprises a mixtureof percent nickel and 5 percent'aluminum applied to a thickness of up to 20 mils on said wall surface.
  • d outer layer comprises cuprous material approxima'tly'5 mils 11.
  • said base coating is applied by flame spraying a mixture of powdered nickel and aluminum in an acetylene-rich flame.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Coating By Spraying Or Casting (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
US801124A 1969-02-20 1969-02-20 Internal combustion engine Expired - Lifetime US3552370A (en)

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US80112469A 1969-02-20 1969-02-20

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JP (1) JPS4817921B1 (enrdf_load_stackoverflow)
CH (1) CH521519A (enrdf_load_stackoverflow)
DE (1) DE2007891A1 (enrdf_load_stackoverflow)
FR (1) FR2037113A1 (enrdf_load_stackoverflow)
GB (1) GB1296967A (enrdf_load_stackoverflow)

Cited By (25)

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US3738333A (en) * 1970-07-17 1973-06-12 Volkewagenwerk Ag Cylinder arrangement having a precombustion chamber for combustion engines
US3855986A (en) * 1972-03-15 1974-12-24 J Wiss Reflectively coated combustion chamber for internal combustion engines and method of using same
US3911891A (en) * 1973-08-13 1975-10-14 Robert D Dowell Coating for metal surfaces and method for application
US3928906A (en) * 1972-03-06 1975-12-30 Kelsey Hayes Co Method of making a turbine regenerative seal
US3976809A (en) * 1973-08-13 1976-08-24 Dowell Robert D Coating for metal surfaces and method for application
US4328772A (en) * 1980-01-14 1982-05-11 Cummins Engine Company, Inc. Combustion chamber for an internal combustion engine
US4337735A (en) * 1979-02-09 1982-07-06 Klockner-Humboldt-Deutz Aktiengesellschaft Light metal cylinder head for a valve-controlled internal combustion engine
US4398527A (en) * 1980-08-22 1983-08-16 Chevron Research Company Internal combustion engine having manifold and combustion surfaces coated with a foam
US4426963A (en) 1980-09-13 1984-01-24 Klockner-Humboldt-Deutz Aktiengesellschaft Light metal cylinder head for a valve-controlled internal combustion engine
DE3602616A1 (de) * 1986-01-29 1986-09-18 Dalibor 44801 Bochum Plesek Verkuerzung der warmlaufphase bei fluessigkeitsgekuehlten verbrennungsmotoren
US4941439A (en) * 1987-05-08 1990-07-17 Oktan Ab Combustion chamber surfaces of an internal combustion engine
US4974498A (en) * 1987-03-31 1990-12-04 Jerome Lemelson Internal combustion engines and engine components
US6145763A (en) * 1998-12-30 2000-11-14 Ford Global Technologies, Inc. Carbonaceous deposit-resistant coating for fuel injectors
US6457947B1 (en) * 1997-08-29 2002-10-01 Luk Fahrzeug-Hydraulik Gmbh & Co. Kg Piston compressor for refrigerant, with thermal insulation
US20050226740A1 (en) * 2004-04-09 2005-10-13 Visteon Global Technologies, Inc. Compressor having rear housing structure to reduce the operating temperature
US20060091239A1 (en) * 2004-11-04 2006-05-04 Aradi Allen A Fuel injector adapted to remove deposits by sonic shock
US20060174613A1 (en) * 2005-02-09 2006-08-10 Edward Pritchard Valve and auxiliary exhaust system for high efficiency steam engines and compressed gas motors
US20060260583A1 (en) * 2005-05-18 2006-11-23 Hind Abi-Akar Engine with carbon deposit resistant component
US20080271712A1 (en) * 2005-05-18 2008-11-06 Caterpillar Inc. Carbon deposit resistant component
US20160010865A1 (en) * 2013-02-05 2016-01-14 Siemens Aktiengesellschaft Fuel lances having thermally insulating coating
US9260064B2 (en) 2011-11-30 2016-02-16 Honda Motor Co., Ltd. Heat reflective material
US9790889B2 (en) 2011-10-21 2017-10-17 Mahle International Gmbh Piston
US10519854B2 (en) 2015-11-20 2019-12-31 Tenneco Inc. Thermally insulated engine components and method of making using a ceramic coating
US10578050B2 (en) 2015-11-20 2020-03-03 Tenneco Inc. Thermally insulated steel piston crown and method of making using a ceramic coating
EP3974632A1 (fr) * 2020-09-25 2022-03-30 Renault s.a.s Revêtement thermique pour un moteur à combustion interne à allumage commandé

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JPS5034614B2 (enrdf_load_stackoverflow) * 1973-03-30 1975-11-10
JPS5012524U (enrdf_load_stackoverflow) * 1973-05-28 1975-02-08
JPS5111616A (en) * 1974-07-18 1976-01-29 Fukubi Kagaku Kogyo Kk Towakuno gakubuchioyobi doaawakutono kenchikubojobuzaino seizoho
JPS5168175A (enrdf_load_stackoverflow) * 1974-12-10 1976-06-12 Fujitsu Ltd
JPS5175019U (enrdf_load_stackoverflow) * 1974-12-11 1976-06-12
JPS5190606U (enrdf_load_stackoverflow) * 1975-01-20 1976-07-20
JPS51133462U (enrdf_load_stackoverflow) * 1975-04-18 1976-10-27
JPS5411020U (enrdf_load_stackoverflow) * 1977-06-27 1979-01-24
JPS5415415U (enrdf_load_stackoverflow) * 1977-07-05 1979-01-31
JPS5493361A (en) * 1977-12-30 1979-07-24 Fujitsu Ltd Manufacture for x-ray exposure mask
JPS54143009U (enrdf_load_stackoverflow) * 1978-03-28 1979-10-04
JPS57127053A (en) * 1981-01-31 1982-08-07 Mokuzai Kaihatsu Kk Pillar and production thereof
DE4317254A1 (de) * 1993-05-24 1995-02-02 Josef Hoesl Hochreflektierende, katalytische Oberflächen im Brennraum von Verbrennungskraftmaschinen
RU2143573C1 (ru) * 1998-11-12 1999-12-27 Муравлев Федор Дмитриевич Двигатель внутреннего сгорания с деталями, имеющими поверхностное покрытие, и установка для получения покрытия
DE102005037735B4 (de) * 2005-08-05 2010-07-01 Nemak Linz Gmbh Zylinderkopf-Gussrohteil, gegossener Zylinderkopf für Diesel-Verbrennungsmotoren und Verfahren zur Herstellung eines Zylinderkopf-Gussrohteils
DE102007063566B4 (de) * 2007-12-27 2015-06-25 Wilfried Pechwitz Brennkraftmaschine
JP6090303B2 (ja) * 2014-12-24 2017-03-08 マツダ株式会社 エンジン

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US3203321A (en) * 1955-02-01 1965-08-31 Darlite Corp Article of bonded ferrous metal and aluminum
US2983563A (en) * 1960-07-07 1961-05-09 Reynolds Metals Co Piston
US3337427A (en) * 1966-06-27 1967-08-22 Whitfield Lab Inc Heat and chemical resistant metal alloy parts

Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3738333A (en) * 1970-07-17 1973-06-12 Volkewagenwerk Ag Cylinder arrangement having a precombustion chamber for combustion engines
US3928906A (en) * 1972-03-06 1975-12-30 Kelsey Hayes Co Method of making a turbine regenerative seal
US3855986A (en) * 1972-03-15 1974-12-24 J Wiss Reflectively coated combustion chamber for internal combustion engines and method of using same
US3911891A (en) * 1973-08-13 1975-10-14 Robert D Dowell Coating for metal surfaces and method for application
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Also Published As

Publication number Publication date
CH521519A (de) 1972-04-15
GB1296967A (enrdf_load_stackoverflow) 1972-11-22
DE2007891A1 (de) 1970-09-03
JPS4817921B1 (enrdf_load_stackoverflow) 1973-06-01
FR2037113A1 (enrdf_load_stackoverflow) 1970-12-31

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