US3858562A - Multiple input port internal combustion engine - Google Patents

Multiple input port internal combustion engine Download PDF

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Publication number
US3858562A
US3858562A US307401A US30740172A US3858562A US 3858562 A US3858562 A US 3858562A US 307401 A US307401 A US 307401A US 30740172 A US30740172 A US 30740172A US 3858562 A US3858562 A US 3858562A
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US
United States
Prior art keywords
ports
piston
port
auxiliary
cylinder
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.)
Expired - Lifetime
Application number
US307401A
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English (en)
Inventor
Richard A Lanpheer
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.)
Brunswick Corp
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Brunswick Corp
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 Brunswick Corp filed Critical Brunswick Corp
Priority to US307401A priority Critical patent/US3858562A/en
Priority to CA183,170A priority patent/CA989313A/en
Priority to AU61414/73A priority patent/AU476460B2/en
Priority to GB4955773A priority patent/GB1435958A/en
Priority to GB3747675A priority patent/GB1435959A/en
Priority to DE19732354623 priority patent/DE2354623C3/de
Priority to DE7339122U priority patent/DE7339122U/de
Priority to DE2365884*A priority patent/DE2365884A1/de
Priority to SE7315353A priority patent/SE402617B/xx
Priority to BE137846A priority patent/BE807430A/xx
Priority to JP48129100A priority patent/JPS5230654B2/ja
Priority to IT53737/73A priority patent/IT996466B/it
Application granted granted Critical
Publication of US3858562A publication Critical patent/US3858562A/en
Priority to CA226,489A priority patent/CA994674A/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • F02B25/18—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 the charge flowing upward essentially along cylinder wall adjacent the inlet ports, e.g. by means of deflection rib on piston
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • ABSTRACT cycle internal combustion engine wherein the cylinders have a plurality of input or transfer ports A twothrough one side of the cylinder wall and a plurality of exhaust ports through the diametrically opposite side wall.
  • Each piston includes a baffle plate extending upwardly from the piston crown, generally curved outwardly from the input ports and located between the inlet ports and an imaginary transverse vertical plane bisecting the piston. The wall directs the fuel-air I [22] Filed: Nov. 17, 1972 [21] Appl. No.: 307,401
  • This invention relates generally to two-cycle engines with inlet ports to the one side of the cylinder and exhaust ports to the opposite side of the cylinder, and particularly to auxiliary input channels or passages up the inside of the cylinder wall.
  • the .new charge is introduced into the cylinder during the downward movement of the piston and simultaneously with the exhausting of the combusted gases.
  • This is in contrast to the fourcycle or stroke engine which has a separate stroke during which a charge is introduced into the cylinder.
  • the two-cycle engine has a relatively short period in which to introduce the new fuel charge into the cylinder, and an efficient means of scavenging the combusted gases and simultaneously rapidly introducing a new fuel charge into the cylinder is necessary for efficient operation.
  • maximum transfer input port area is desired to permit the rapid introduction of a fuel mixture into the cylinder during the relatively short exhausting and charging period permitted. Efficiency of charging becomes increasingly important in high speed engines where the exhaust and charging time becomes extremely short.
  • the baffle should be spaced relatively closely to the inlet ports such that the charge engages the baffle rather than moving upwardly and over the baffle.
  • the baffle is moved away from the inlet ports to permit increasing of the size of the input ports, the effect of the baffle plate upon the entering charges is significantly reduced and the gases may pass over the top of the baffle and out through the exhaust ports.
  • the use of the intermediate directional port as taught by Meier allows some increase in the spacing with an increase transfer port area.
  • US. Pat. No. 3,494,335 also suggests providing auxiliary ports adjacent to the exhaust ports to introduce a flow similar to the conventional loop scavenging ports with the auxiliary flow sweeping in the opposite direction across the face of the piston and then'upwardly over the top of the guide to impinge upon the upward stream of the'fuel mixture rising from the input port area.
  • the baffle construction appears to provide a significant improvement in the two-cycle engine charging system, a limited input port area is provided with the input port area being generally restricted to approximately 90 of the cylinder circumference.
  • the present invention is particularly directed to a two-cycle engine employing the input port means in a limited area and a baffle on the piston head in combination with novel auxiliary passageways provided to increase the total input port area.
  • auxiliary charge transfer means are provided in the cylinder wall which open to the exhaust side of the baffle but on the input side of an imaginary plane passing vertically through the piston midway between the input ports and the exhaust ports. Applicant has found that this location of the auxiliary transfer channels very substantially increases the input charge and that, in fact, location of the channels significantly to the exhaust port side of such plane does not improve the charging cycle; apparently because of excessive charge loss through the exhaust ports.
  • the auxiliary input channels are most advantageously located closely adjacent to the exhaust side of where the edge of the baffle meets the cylinder wall.
  • the auxiliary charge transfer means or port comprises an elongated axial recess in the wall of the cylinder communicating with a port provided in the piston wall.
  • optimum results are obtained by adapting the aforemention auxiliary port arrangement to open to the combustion chamber slightly after themain transfer or input ports have opened. If desired a plurality of such auxiliary ports can be provided in the half of the cylinder to the input port side of the aforementioned imaginary plane through the cylinder to maximize the transfer port area.
  • the principal transfer port ducting can be constructed to provide the ef fect of an increased axial opening by providing a relatively minute recess across the top wall of the transfer duct where it meets the top edge of the inlet port in the cylinder wall.
  • This interruption of the flow path in combination with a sharp edge on the inlet port aperture generates turbulence in the charge which not only cu ases it to move downwardly over the top of the piston toward the baffle, as taught by Meier, but more importantly promotes optimum flow of the charge into the cylinder. This effect is particularly valuable when the baffle is spaced significantly further away from the input port.
  • the invention is thus a highly improved fuel charging system for a two-cycle engine which provides maximizing of the fuel charge and efficient scavenging of combusted gases essentially without loss of fresh fuel charge. Further, the construction can be readily adapted to mass production in a relatively simple and inexpensive construction.
  • FIG. 1 is a perspective view of an input portion of the interior of a cylinder for a two-cycle internal combustion engine constructed according to the teachings of the invention.
  • FIG. 2 is a horizontal cross sectional view of the cylinder of FIG. 1 taken generally along line 2-2.
  • FIG. 3 is a schematic cross sectional view of the cylinder of FIG. 1 taken generally along line 33.
  • FIG. 4 is an enlarged vertical fragmentary cross sectional view taken on line 4-4 of FIG. 3 through an auxiliary finger port.
  • FIG. 5 is an enlarged fragmentary view taken generally online 55 of FIG. 1 through an input port
  • FIG. 6 is a view similar to FIG. 2 showing an alternative multiple auxiliary port construction in accordance with the present invention.
  • an engine cylinder of the invention is illustrated which is particularly suited for forming a part of an outboard motor.
  • the engine block 1 may be formed in a well known manner by die casting with fuel charge transfer passages on one'side ofthe piston chamber and exhaust passages on the other.
  • the transfer passages may be connected to'the crankcase chamber 4 or some other suitable pressurized charge source by an integrally cast passageways'known to the art.
  • the charge may be an air-fuel mixture as with a conventional carbureted engine or may be only air as with a direct fuel injection engine.
  • the charge is transferred through a transfer passageway which terminates adjacent the axially center portion of the cylinder and is transferred into the cylinder through a plurality of input port means 6, 7 and 8.
  • Three ports 6, 7 and 8 are shown in the illustrated embodiment of the invention.
  • the opposite side of the block is provided with exhaust ports 9 (see FIG. 3) communicating with an exhaust chamber 10 which directs the exhaust gases through a suitable exhaust system.
  • a suitable exhaust system For example, in outboard motion constructions, the'exhaust is discharged through the lower unit.
  • Each cylinder has a piston 11 slidably mounted therein and interconnected to a crankshaft, not shown, by suitable connecting rod means.
  • the exhaust ports 9 are mounted directly to the opposite side of the inlet ports 6 8 and preferably slightly offset upwardly therefrom toward the cylinder head.
  • the exhaust and inlet ports are respectively uncovered by the piston 11 at appropriate times to effect a proper scavenging of the cylinder of the exhaust or combusted gases and subsequent filling of the cylinder with a fresh fuel charge.
  • the exhaust ports 9 are preferably uncovered slightly ahead of the uncovering of the intake ports 6 8 as the piston 11 moves downwardly to initiate exhausting movement of the combusted gases outwardly of the cylinder prior to the introduction of the new charge, which assists in the initiated scavenging.
  • the piston includes a baffle or guide wall 13 in the form of an upstanding flange-like member extending across the piston crown or face in front of the inlet ports 6 8.
  • the illustrated guide wall 13 of a concave configuration although a convex or other suitable configuration may be used, and is of a sufficient height to prevent the incoming gases from passing directly over the top of the baffle erally spaced main charging ports 6 and 8 of a generally rectangular configuration and with relatively sharp sidewall edges formed by appropriate milling of the passageways in the wall of the cylinder including the inner special liner wall 14.
  • the ports 6 and 8 are spaced from each other with the third port 7 located intermediate therebetween.
  • the intemediate port 7 is formed with lower and top walls angled upwardly into the combustion chamber as at 15 so as to project its portion of the charge upwardly between the charges entering through the two main ports 6 and 8, and thus introduce an upward bias to the impacting or meeting flows from ports 6 and 8.
  • That portion of the transfer passage 2 serving ports 6 and 8, has a restriction 26 therein, as seen in FIG. 5, which renders the inner wall thereof substantially normal to the piston axis to promote flow parallel to the piston face.
  • the portion 27 (FIG. 3) of the inner wall aligning with the central port 7 is, on the other hand, milled to direct the charge upwardly into the third port with the desired upwardly directed flow path.
  • a pair of auxiliary charge or inlet ports 16 and 17 are provided in the wall of the cylinder 3 for introducing of a charge into the combustion chamber more directly than by channeling it through the transfer passage 2.
  • the special input ports 16 and 17, variously referred to as finger ports, are located on the exhaust side of the baffle wall 13, and in particular between such wall and an imaginary bisecting plane 18, (FIG. 2) passing vertically through the cylinder 3 between the inlet and exhaust ports.
  • the main input charge ports 6 8 extend across approximately of the cylinder wall directly opposite from'the exhaust ports 9.
  • One auxiliary charge port 16 is formed in the cylinder wall adjacent the exhaust side behind one end of the baffle 13 but on the input port side of thecenter transverse plane 18.
  • the other auxiliary port 17 is similarly formed adjacent the opposite endof baffle 13.
  • the auxiliary ports 16 and 17 are recesses in the cylinder liner and engine block which extend axially of the cylinder.
  • the auxiliary finger ports 16 and 17 can be machined, milled in or cast integrally into the cylinder or engine block.
  • each finger port is positioned slightly below the top edge 18 of the main charging ports 6 and 8, and the ports project downwardly therefrom to a point significantly below the lower or crankcase edge 29 of such ports.
  • the piston 11 which is slidably mounted withinthe cylinder 3 is in turn provided with drilled or otherwise formed openings 20 in each side wall which openings are positioned in alignment with the recesses 16 and 17 to provide a means of establishing communication between the crankcase chamber 4 and the finger ports.
  • the finger ports are formed with a sufficient axial length such that the piston openings 20 communicate with the ports 16 and 17 as the head of the piston uncovers the main input ports 6 and 8 for transfer of the main charge to the cylinder.
  • the piston 11 moves downwardly, it first opens the exhaust ports 9 to initiate the exhaust of the combusted gases.
  • the piston 11 then opens the main inlet ports 6 and 8 to initiate the introduction of the fresh charge.
  • the finger ports 16 and 17, and the intermediate port 7, are still held closed by the piston.
  • the charge openings in the side wall of the piston 11 are, however, already aligned with the lower portion of the respective finger ports 16 and 17 and permit the fuel-air charge to fill the finger ports.
  • intermediate port 7 and the finger ports 16 and 17 are respectively uncovered.
  • the charge stored in the finger ports is then injected upwardly into the combustion chamber 3 at the two points behind the baffle 13 but to the input side of the imaginary transverse plane 18.
  • the extension of the finger ports 16 and 17 is preferably such that the charge will continue to flow upwardly therethrough during the period that the piston moves downardly to completely uncover the main charging ports 6 and 8.
  • the finger ports 16 .and 17 in combination with the openings 20 in the side wall of the piston 11 provide for transfer of additional fuel-air charge following the main charge by a slight delay resulting from this axial offset or downward spacing of the tops 19 of the finger ports with respect to tops 28 of the main ports 6 and 8.
  • the auxiliary ports located as described significantly increase the fuel charging port area, and provide a very efficient transfer of charge to the cylinder resulting in a significant increase in horsepower output of the engine. Referring to FIGS.
  • auxiliary ports for a cylinder having a bore of 2 /8 inches and a stroke of 2 9/16 inches, one configuration of the auxiliary ports which has been found to be advantageous provides that the. port channel 16 and the top 19 be formed by a spherical radius 13, but with all ports remaining on the inlet side of the reference plane 18.
  • the piston is provided with one or more pairs of appropriately spaced openings, not shown, for selective alignment with the several finger ports on each side of the main charging ports.
  • the overall length of the channel is approximately 1.5 inches.
  • the pair of main ports can be further axially enlarged in a cross charging engine toincrease the charging efficiency by modifying the top edge opening as shown in FIG. 5.
  • the upper wall of the transfer passage 2 adjacent to the pair of ports 6 and 8, is recessed as at 21, terminating inwardly of the cylinder liner 14 to define a relatively sharp edge as at 22 to the charging ports 6 and 8.
  • milling of the recess as illustrated to a depth of about 0.125 inch results in a very significant improvement in the charging.
  • Applicant theorizes that the combination of the relatively shallow recess 21 and sharp edge 22 creates a charge turbulence during transfer which tends to direct the charge through the main ports 6 and 8 into the cylinder with a downward bias.
  • This downward bias permits enlarging of the opening or main transfer ports in the axial direction to further promote transfer of the charge.
  • the sharp edge 22 may be integrally cast directly into the unit.
  • the downward bias is most significant in avoiding the tendency of the charge to move directly over the wall and permits the outward placement of the deflector wall.
  • the construction can be advantageously employed with any deflector system however such as that employed with the conventional cross scavenging port.
  • FIGS. 1 5 have provided exceptionally satisfactory results. If desired, however, the charge input port area might be even further increased by introducing an additional inlet port means between the ports 16 and 17 and plan 18.
  • additional ports 23 and 24 are shown which even slightly overlapping the baffle within a cylinder, main charge inlet ports and an exhaust port positioned on opposite sides of an imaginary plane vertically bisecting the cylinder, and baffle means extending upwardly of the face of the piston concave to said charge inlet ports and positioned entirely to the inlet side of said reference plane to deflect the inlet gas flow from said charge inlet ports, an improvement comprising auxiliary inlet port means located on the exhaust port side of said baffle means but entirely on the inlet side of said imaginary reference plane each of said auxiliaryv inlet port means communicating with the crank case of the engine, and being configured to discharge upwardly and radially inwardly of said cylinder so as to introduce additional fuel-air charge behind said baffle means and to the inlet side of said imaginary plane.
  • auxiliary inletport means includes a first and a secondport located circumferentially to the opposite sides of said charging ports and substantially between said baffle means and said reference plane.
  • auxiliary port means comprise a recess in the cylinder wall and a through opening in the side wall of the piston.
  • auxiliary input port means are finger ports having an upper head end located beneath the top edge of the main charging ports.
  • auxiliary port means include a pair of finger ports defined by axial recesses in the cylinder wall to the opposite sides of said tain communication with the opening in said piston as said piston moves downwardly fully opening the main charging ports.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US307401A 1972-11-17 1972-11-17 Multiple input port internal combustion engine Expired - Lifetime US3858562A (en)

Priority Applications (13)

Application Number Priority Date Filing Date Title
US307401A US3858562A (en) 1972-11-17 1972-11-17 Multiple input port internal combustion engine
CA183,170A CA989313A (en) 1972-11-17 1973-10-11 Multiple input port internal combustion engine
AU61414/73A AU476460B2 (en) 1972-11-17 1973-10-16 Multiple input port internal combustion engine
GB3747675A GB1435959A (en) 1972-11-17 1973-10-24 Two-stroke engine
GB4955773A GB1435958A (en) 1972-11-17 1973-10-24 Two-stroke engine
DE7339122U DE7339122U (de) 1972-11-17 1973-10-31 Zweitakt-brennkraftmaschine
DE19732354623 DE2354623C3 (de) 1972-11-17 1973-10-31 Zweitakt-Brennkraftmaschine mit Querstromspülung
DE2365884*A DE2365884A1 (de) 1972-11-17 1973-10-31 Zweitakt-brennkraftmaschine
SE7315353A SE402617B (sv) 1972-11-17 1973-11-13 Tvataktsmotor
BE137846A BE807430A (fr) 1972-11-17 1973-11-16 Moteur a combustion interne a lumieres d'admission multiples
JP48129100A JPS5230654B2 (cs) 1972-11-17 1973-11-16
IT53737/73A IT996466B (it) 1972-11-17 1973-11-16 Motore a due tempi con luci multiple di aspirazione
CA226,489A CA994674A (en) 1972-11-17 1975-05-07 Multiple input port internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US307401A US3858562A (en) 1972-11-17 1972-11-17 Multiple input port internal combustion engine

Publications (1)

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US3858562A true US3858562A (en) 1975-01-07

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US307401A Expired - Lifetime US3858562A (en) 1972-11-17 1972-11-17 Multiple input port internal combustion engine

Country Status (9)

Country Link
US (1) US3858562A (cs)
JP (1) JPS5230654B2 (cs)
AU (1) AU476460B2 (cs)
BE (1) BE807430A (cs)
CA (1) CA989313A (cs)
DE (2) DE7339122U (cs)
GB (2) GB1435958A (cs)
IT (1) IT996466B (cs)
SE (1) SE402617B (cs)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4305361A (en) * 1975-09-03 1981-12-15 Perry John C Two cycle baffled piston engine with post-baffle scavenging
US4340018A (en) * 1979-12-26 1982-07-20 Outboard Marine Corporation Internal combustion engine having a wet-type cylinder liner and process for manufacturing same
US4632169A (en) * 1985-05-01 1986-12-30 Outboard Marine Corporation Two cycle cylinder block foam pattern
US4802447A (en) * 1985-12-17 1989-02-07 Brunswick Corporation Foam pattern for engine cylinder block
US5361731A (en) * 1992-08-04 1994-11-08 Sanshi Kogyo Kabushiki Kaisha Scavenging port delivery for two stroke engine
WO1998034016A1 (en) * 1997-02-03 1998-08-06 The Continuous-Cycle Engine Development Co. Limited Combustion chamber for engines
EP0900925A1 (en) * 1997-09-02 1999-03-10 Tanaka Kogyo Co., Ltd. Two-cycle engine
US5992358A (en) * 1997-03-17 1999-11-30 Yamaha Hatsudoki Kabushiki Kaisha Scavenge system for two cycle engines
US6273037B1 (en) * 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US20130340704A1 (en) * 2011-03-11 2013-12-26 Renault S.A.S. Method for machining the connecting rod passage in a cylinder crankcase, cylinder crankcase and engine obtained using the method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS54120840U (cs) * 1978-02-08 1979-08-24
US4174685A (en) * 1978-07-05 1979-11-20 Ab Volvo Penta Two stroke cycle internal combustion engine
US4549507A (en) * 1984-09-19 1985-10-29 Brunswick Corp. Two cycle loop scavenged engine with improved transfer passage flow

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2573989A (en) * 1948-11-09 1951-11-06 Napier & Son Ltd Internal-combustion engine operated on the two-stroke cycle
US3257998A (en) * 1965-02-04 1966-06-28 Mcculloch Corp Cylinder for internal combustion engine
US3444335A (en) * 1965-01-04 1969-05-13 John Walton Phonograph pick-up with de-coupling of the stylus mass
US3487817A (en) * 1968-02-13 1970-01-06 Ernest A Von Seggern Two cycle engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2573989A (en) * 1948-11-09 1951-11-06 Napier & Son Ltd Internal-combustion engine operated on the two-stroke cycle
US3444335A (en) * 1965-01-04 1969-05-13 John Walton Phonograph pick-up with de-coupling of the stylus mass
US3257998A (en) * 1965-02-04 1966-06-28 Mcculloch Corp Cylinder for internal combustion engine
US3487817A (en) * 1968-02-13 1970-01-06 Ernest A Von Seggern Two cycle engine

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4305361A (en) * 1975-09-03 1981-12-15 Perry John C Two cycle baffled piston engine with post-baffle scavenging
US4340018A (en) * 1979-12-26 1982-07-20 Outboard Marine Corporation Internal combustion engine having a wet-type cylinder liner and process for manufacturing same
US4632169A (en) * 1985-05-01 1986-12-30 Outboard Marine Corporation Two cycle cylinder block foam pattern
US4802447A (en) * 1985-12-17 1989-02-07 Brunswick Corporation Foam pattern for engine cylinder block
US5361731A (en) * 1992-08-04 1994-11-08 Sanshi Kogyo Kabushiki Kaisha Scavenging port delivery for two stroke engine
WO1998034016A1 (en) * 1997-02-03 1998-08-06 The Continuous-Cycle Engine Development Co. Limited Combustion chamber for engines
US5992358A (en) * 1997-03-17 1999-11-30 Yamaha Hatsudoki Kabushiki Kaisha Scavenge system for two cycle engines
EP0900925A1 (en) * 1997-09-02 1999-03-10 Tanaka Kogyo Co., Ltd. Two-cycle engine
US5911202A (en) * 1997-09-02 1999-06-15 Tanaka Kogyo Co., Ltd. Two-cycle engine
US6273037B1 (en) * 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US20130340704A1 (en) * 2011-03-11 2013-12-26 Renault S.A.S. Method for machining the connecting rod passage in a cylinder crankcase, cylinder crankcase and engine obtained using the method
US9089907B2 (en) * 2011-03-11 2015-07-28 Renault S.A.S. Method for machining the connecting rod passage in a cylinder crankcase, cylinder crankcase and engine obtained using the method

Also Published As

Publication number Publication date
DE2354623A1 (de) 1974-06-06
JPS5230654B2 (cs) 1977-08-09
CA989313A (en) 1976-05-18
IT996466B (it) 1975-12-10
BE807430A (fr) 1974-03-15
GB1435959A (en) 1976-05-19
DE2354623B2 (de) 1976-10-14
DE7339122U (de) 1977-09-08
AU6141473A (en) 1975-04-17
JPS4980418A (cs) 1974-08-02
GB1435958A (en) 1976-05-19
DE2365884A1 (de) 1976-09-02
AU476460B2 (en) 1976-09-23
SE402617B (sv) 1978-07-10

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