WO2015092869A1 - Engine - Google Patents
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- WO2015092869A1 WO2015092869A1 PCT/JP2013/083774 JP2013083774W WO2015092869A1 WO 2015092869 A1 WO2015092869 A1 WO 2015092869A1 JP 2013083774 W JP2013083774 W JP 2013083774W WO 2015092869 A1 WO2015092869 A1 WO 2015092869A1
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- engine
- cylinder head
- combustion chamber
- exhaust ports
- groove portion
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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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
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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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/248—Methods for avoiding thermal stress-induced cracks in the zone between valve seat openings
Definitions
- the present invention relates to an engine.
- thermal stress acts on a cylinder head due to high heat during combustion in a combustion chamber.
- JP 62-203996A discloses a cylinder head having an annular groove formed at the bottom surface around a fuel injection hole.
- an annular groove centered on the fuel injection hole is provided on the bottom surface to prevent thermal stress from acting on the fuel injection hole.
- the thermal stress acting on the fuel injection hole can be relieved, but the thermal stress may concentrate between the pair of exhaust ports.
- the present invention has been made in view of the above problems, and an object thereof is to suppress the maximum value of thermal stress acting between a plurality of exhaust ports.
- an engine having a cylinder head that is opened and closed by an exhaust valve to form a plurality of exhaust ports that can exhaust combustion gas in the combustion chamber, and the cylinder head is disposed in the combustion chamber.
- An engine having a pair of grooves that are formed on a facing surface and connect between the exhaust ports adjacent to each other is provided.
- FIG. 1 is a configuration diagram of an engine according to an embodiment of the present invention.
- FIG. 2 is a view showing a surface of the cylinder head facing the combustion chamber.
- 3 is a cross-sectional view taken along the line III-III in FIG.
- the engine 1 includes a cylinder block 2 in which a cylinder 2a is formed, a cylinder head 10 attached to the upper surface of the cylinder block 2, and a piston 3 that is slidably inserted into the cylinder 2a.
- a combustion chamber 4 is defined in the cylinder 2 a by the bottom surface of the cylinder head 10 and the crown surface of the piston 3.
- the engine 1 is a diesel engine in which light oil is used as fuel.
- the cylinder head 10 is provided with an intake port 11 for introducing intake air into the combustion chamber 4, an exhaust port 12 for exhausting exhaust gas from the combustion chamber 4, and an injector 5 for injecting fuel into the combustion chamber 4.
- the intake port 11 is opened and closed by an intake valve 6 provided in the cylinder head 10.
- the intake port 11 can introduce intake air into the combustion chamber 4 via the intake valve 6.
- the intake passage 8 upstream of the intake valve 6 is provided with an air cleaner (not shown) that removes impurities from the intake air.
- the exhaust port 12 is opened and closed by an exhaust valve 7 provided in the cylinder head 10.
- the exhaust port 12 can exhaust the combustion gas in the combustion chamber 4 via the exhaust valve 7.
- the exhaust passage 9 downstream of the exhaust valve 7 is provided with an exhaust catalyst (not shown) for purifying harmful components in the exhaust.
- the injector 5 is disposed substantially at the center of the combustion chamber 4.
- the injector 5 injects an amount of fuel into the combustion chamber 4 according to the accelerator operation by the driver.
- the piston 3 slides downward by the energy generated by the combustion in the combustion chamber 4.
- the vertical movement of the piston 3 is converted into the rotational movement of the crank 3b by the connecting rod 3a connected to the piston 3 and the crank 3b connected to the connecting rod 3a.
- the cylinder head 10 has a pair of intake ports 11, a pair of exhaust ports 12, and a fuel injection hole 14 in which the injector 5 is provided.
- the fuel injection hole 14 is disposed substantially at the center of the combustion chamber 4.
- the intake port 11 and the exhaust port 12 are formed so as to surround the periphery of the fuel injection hole 14.
- three exhaust ports 12 may be formed in the cylinder head 10 as long as there are a plurality of exhaust ports 12.
- the cylinder head 10 has a pair of grooves 13 formed on the bottom surface facing the combustion chamber 4 and connecting between the exhaust ports 12 adjacent to each other.
- the pair of groove portions 13 includes an inner groove portion 13a as one groove portion and an outer groove portion 13b as the other groove portion formed at a position farther from the injector 5 than the inner groove portion 13a.
- the inner groove portion 13a and the outer groove portion 13b linearly connect both end portions of the adjacent exhaust ports 12 respectively.
- the inner groove portion 13a and the outer groove portion 13b are each formed in a U shape in which the central portion in the width direction is deepest.
- the inner groove 13a is formed so that the end close to the injector 5 circumscribes the exhaust port 12.
- the outer groove 13 b is formed so that the end on the side away from the injector 5 circumscribes the exhaust port 12.
- the inner groove 13a is formed larger than the outer groove 13b. Specifically, as shown in FIG. 3, the inner groove portion 13a is formed to have a larger width than the outer groove portion 13b. Further, the inner groove portion 13a is formed with a greater depth than the outer groove portion 13b.
- the bottom surface of the cylinder head 10 is exposed to high-temperature combustion gas. Thermal stress acts on the cylinder head 10 by repeating thermal expansion due to high heat during combustion in the combustion chamber 4 and thermal contraction due to cooling.
- thermal stress is dispersed in the inner groove portion 13a and the outer groove portion 13b.
- the thermal stress concentrated in one place is dispersed in two places, the maximum value of the thermal stress acting on the cylinder head 10 during operation of the engine 1 can be suppressed.
- the side closer to the injector 5 becomes hotter than the side away from the injector 5, and the thermal stress is also increased.
- the inner groove portion 13 a on the side close to the injector 5 is formed larger than the outer groove portion 13 b on the side away from the injector 5. Thereby, it is possible to suppress the temperature rise of the inner groove 13a on the side close to the injector 5.
- the pair of groove portions 13 that connect the adjacent exhaust ports 12 are formed, so that the thermal stress between the exhaust ports 12 can be dispersed in two places. Therefore, the maximum value of the thermal stress acting between the exhaust ports 12 can be suppressed. Therefore, the output of the engine 1 can be increased by the amount that the thermal stress is reduced, and the durability of the engine 1 can be improved.
- the inner groove portion 13 a is deeper than the outer groove portion 13 b to suppress the temperature rise in the inner groove portion 13 a. Is possible.
- the cylinder head 10 is formed with a pair of grooves 13 that connect between the exhaust ports 12 adjacent to each other, so that the thermal stress between the exhaust ports 12 can be dispersed in two places. Therefore, the maximum value of the thermal stress acting between the exhaust ports 12 can be suppressed. Therefore, the output of the engine 1 can be increased by the amount that the thermal stress is reduced, and the durability of the engine 1 can be improved.
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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)
Abstract
This engine is equipped with a cylinder head that has multiple exhaust ports (12) that are opened/closed by mean of valves and capable of exhausting combustion gas in a combustion chamber. The cylinder head has a pair of groove sections (13) that are formed on a surface facing the combustion chamber and connect exhaust ports (12) that are arranged adjacent to each other.
Description
本発明は、エンジンに関するものである。
The present invention relates to an engine.
一般に、エンジンでは、燃焼室における燃焼時の高熱によって、シリンダヘッドに熱応力が作用することが知られている。
Generally, in an engine, it is known that thermal stress acts on a cylinder head due to high heat during combustion in a combustion chamber.
ＪＰ６２－２０３９９６Ａには、燃料噴射孔を中心に形成される環状の溝を底面に有するシリンダヘッドが開示されている。このシリンダヘッドでは、燃料噴射孔を中心とする環状の溝が底面に設けられることによって、燃料噴射孔に熱応力が作用することを防止している。
JP 62-203996A discloses a cylinder head having an annular groove formed at the bottom surface around a fuel injection hole. In this cylinder head, an annular groove centered on the fuel injection hole is provided on the bottom surface to prevent thermal stress from acting on the fuel injection hole.
しかしながら、ＪＰ６２－２０３９９６Ａに記載のシリンダヘッドでは、燃料噴射孔に作用する熱応力を緩和することはできるものの、一対の排気ポート間に熱応力が集中するおそれがある。
However, in the cylinder head described in JP62-203996A, the thermal stress acting on the fuel injection hole can be relieved, but the thermal stress may concentrate between the pair of exhaust ports.
本発明は、上記の問題点に鑑みてなされたものであり、複数の排気ポート間に作用する熱応力の最大値を抑制することを目的とする。
The present invention has been made in view of the above problems, and an object thereof is to suppress the maximum value of thermal stress acting between a plurality of exhaust ports.
本発明のある態様によれば、排気弁によって開閉されて燃焼室内の燃焼ガスを排気可能な複数の排気ポートが形成されるシリンダヘッドを備えるエンジンであって、前記シリンダヘッドは、前記燃焼室に臨む面に形成され互いに隣り合う前記排気ポートの間を連結する一対の溝部を有するエンジンが提供される。
According to an aspect of the present invention, there is provided an engine having a cylinder head that is opened and closed by an exhaust valve to form a plurality of exhaust ports that can exhaust combustion gas in the combustion chamber, and the cylinder head is disposed in the combustion chamber. An engine having a pair of grooves that are formed on a facing surface and connect between the exhaust ports adjacent to each other is provided.
以下、図面を参照して、本発明の実施の形態に係るエンジン１について説明する。
Hereinafter, an engine 1 according to an embodiment of the present invention will be described with reference to the drawings.
まず、図１を参照して、エンジン１の全体構成について説明する。
First, the overall configuration of the engine 1 will be described with reference to FIG.
エンジン１は、シリンダ２ａが形成されるシリンダブロック２と、シリンダブロック２の上面に取り付けられるシリンダヘッド１０と、シリンダ２ａに摺動自在に挿入されるピストン３とを備える。シリンダ２ａ内には、シリンダヘッド１０の底面とピストン３の冠面とによって燃焼室４が画成される。エンジン１は、燃料として軽油が用いられるディーゼルエンジンである。
The engine 1 includes a cylinder block 2 in which a cylinder 2a is formed, a cylinder head 10 attached to the upper surface of the cylinder block 2, and a piston 3 that is slidably inserted into the cylinder 2a. A combustion chamber 4 is defined in the cylinder 2 a by the bottom surface of the cylinder head 10 and the crown surface of the piston 3. The engine 1 is a diesel engine in which light oil is used as fuel.
シリンダヘッド１０には、燃焼室４に吸気を導入する吸気ポート１１と、燃焼室４から排気を導出する排気ポート１２と、燃焼室４に燃料を噴射するインジェクタ５とが設けられる。
The cylinder head 10 is provided with an intake port 11 for introducing intake air into the combustion chamber 4, an exhaust port 12 for exhausting exhaust gas from the combustion chamber 4, and an injector 5 for injecting fuel into the combustion chamber 4.
吸気ポート１１は、シリンダヘッド１０に設けられた吸気弁６によって開閉される。吸気ポート１１は、吸気弁６を介して燃焼室４内へ吸気を導入可能である。吸気弁６の上流の吸気通路８には、吸気から不純物を取り除くエアクリーナ（図示省略）が設けられる。
The intake port 11 is opened and closed by an intake valve 6 provided in the cylinder head 10. The intake port 11 can introduce intake air into the combustion chamber 4 via the intake valve 6. The intake passage 8 upstream of the intake valve 6 is provided with an air cleaner (not shown) that removes impurities from the intake air.
排気ポート１２は、シリンダヘッド１０に設けられた排気弁７によって開閉される。排気ポート１２は、排気弁７を介して燃焼室４内の燃焼ガスを排気可能である。排気弁７の下流の排気通路９には、排気中の有害成分を浄化する排気触媒（図示省略）が設けられる。
The exhaust port 12 is opened and closed by an exhaust valve 7 provided in the cylinder head 10. The exhaust port 12 can exhaust the combustion gas in the combustion chamber 4 via the exhaust valve 7. The exhaust passage 9 downstream of the exhaust valve 7 is provided with an exhaust catalyst (not shown) for purifying harmful components in the exhaust.
インジェクタ５は、燃焼室４の略中央に配設される。インジェクタ５は、運転者によるアクセル操作に応じた量の燃料を燃焼室４内に噴射する。
The injector 5 is disposed substantially at the center of the combustion chamber 4. The injector 5 injects an amount of fuel into the combustion chamber 4 according to the accelerator operation by the driver.
ピストン３は、燃焼室４内での燃焼によって発生したエネルギーによって下方向へ摺動する。ピストン３の上下運動は、ピストン３に連結されるコンロッド３ａとコンロッド３ａに連結されるクランク３ｂとによって、クランク３ｂの回転運動に変換される。
The piston 3 slides downward by the energy generated by the combustion in the combustion chamber 4. The vertical movement of the piston 3 is converted into the rotational movement of the crank 3b by the connecting rod 3a connected to the piston 3 and the crank 3b connected to the connecting rod 3a.
次に、図２及び図３を参照して、シリンダヘッド１０について説明する。
Next, the cylinder head 10 will be described with reference to FIGS.
図２に示すように、シリンダヘッド１０は、一対の吸気ポート１１と、一対の排気ポート１２と、インジェクタ５が設けられる燃料噴射孔１４とを有する。燃料噴射孔１４は、燃焼室４の略中央に配設される。吸気ポート１１と排気ポート１２とは、燃料噴射孔１４の周囲を囲むように形成される。排気ポート１２は、複数であればよいため、例えば、三つの排気ポート１２がシリンダヘッド１０に形成されてもよい。
As shown in FIG. 2, the cylinder head 10 has a pair of intake ports 11, a pair of exhaust ports 12, and a fuel injection hole 14 in which the injector 5 is provided. The fuel injection hole 14 is disposed substantially at the center of the combustion chamber 4. The intake port 11 and the exhaust port 12 are formed so as to surround the periphery of the fuel injection hole 14. For example, three exhaust ports 12 may be formed in the cylinder head 10 as long as there are a plurality of exhaust ports 12.
シリンダヘッド１０は、燃焼室４に臨む底面に形成され互いに隣り合う排気ポート１２の間を連結する一対の溝部１３を有する。
The cylinder head 10 has a pair of grooves 13 formed on the bottom surface facing the combustion chamber 4 and connecting between the exhaust ports 12 adjacent to each other.
一対の溝部１３は、一方の溝部としての内側溝部１３ａと、内側溝部１３ａと比較してインジェクタ５から離れた位置に形成される他方の溝部としての外側溝部１３ｂとからなる。
The pair of groove portions 13 includes an inner groove portion 13a as one groove portion and an outer groove portion 13b as the other groove portion formed at a position farther from the injector 5 than the inner groove portion 13a.
内側溝部１３ａと外側溝部１３ｂとは、隣り合う排気ポート１２の両端部を各々直線的に連結する。内側溝部１３ａと外側溝部１３ｂとは、幅方向の中央部が最も深くなるＵ字状に各々形成される。
The inner groove portion 13a and the outer groove portion 13b linearly connect both end portions of the adjacent exhaust ports 12 respectively. The inner groove portion 13a and the outer groove portion 13b are each formed in a U shape in which the central portion in the width direction is deepest.
内側溝部１３ａは、インジェクタ５に近い側の端部が排気ポート１２に外接するように形成される。一方、外側溝部１３ｂは、インジェクタ５から離れた側の端部が排気ポート１２に外接するように形成される。
The inner groove 13a is formed so that the end close to the injector 5 circumscribes the exhaust port 12. On the other hand, the outer groove 13 b is formed so that the end on the side away from the injector 5 circumscribes the exhaust port 12.
内側溝部１３ａは、外側溝部１３ｂと比較して大きく形成される。具体的には、図３に示すように、内側溝部１３ａは、外側溝部１３ｂと比較して幅が大きく形成される。また、内側溝部１３ａは、外側溝部１３ｂと比較して深さが大きく形成される。
The inner groove 13a is formed larger than the outer groove 13b. Specifically, as shown in FIG. 3, the inner groove portion 13a is formed to have a larger width than the outer groove portion 13b. Further, the inner groove portion 13a is formed with a greater depth than the outer groove portion 13b.
次に、シリンダヘッド１０を備えるエンジン１の作用を説明する。
Next, the operation of the engine 1 including the cylinder head 10 will be described.
エンジン１の運転時には、シリンダヘッド１０の底面は、高温の燃焼ガスにさらされる。シリンダヘッド１０には、燃焼室４における燃焼時の高熱による熱膨張と冷却による熱収縮とを繰り返すことによって、熱応力が作用する。
During operation of the engine 1, the bottom surface of the cylinder head 10 is exposed to high-temperature combustion gas. Thermal stress acts on the cylinder head 10 by repeating thermal expansion due to high heat during combustion in the combustion chamber 4 and thermal contraction due to cooling.
ここで、比較例として、隣り合う排気ポート１２の略中央を連結する単一の溝部が形成される場合について説明する。単一の溝部が形成される場合には、溝部の最も剛性の低い一箇所に熱応力が集中する。よって、単一の溝部が形成された場合には、温度上昇を抑制することは可能であるが、熱応力が単一の溝部に集中する。
Here, as a comparative example, a case will be described in which a single groove portion that connects substantially the centers of adjacent exhaust ports 12 is formed. When a single groove portion is formed, thermal stress concentrates at one location where the rigidity of the groove portion is the lowest. Therefore, when a single groove is formed, the temperature rise can be suppressed, but thermal stress is concentrated on the single groove.
これに対して、シリンダヘッド１０では、隣り合う排気ポート１２の間を連結する一対の溝部１３が形成されるため、内側溝部１３ａと外側溝部１３ｂとに熱応力が分散する。このように、一箇所に集中していた熱応力が二箇所に分散するため、エンジン１の運転時にシリンダヘッド１０に作用する熱応力の最大値を抑制することができる。
On the other hand, in the cylinder head 10, since a pair of groove portions 13 that connect the adjacent exhaust ports 12 are formed, thermal stress is dispersed in the inner groove portion 13a and the outer groove portion 13b. As described above, since the thermal stress concentrated in one place is dispersed in two places, the maximum value of the thermal stress acting on the cylinder head 10 during operation of the engine 1 can be suppressed.
また、隣り合う排気ポート１２の間では、インジェクタ５に近い側は、インジェクタ５から離れた側と比較して高熱になるため、熱応力も大きくなる。
Also, between the adjacent exhaust ports 12, the side closer to the injector 5 becomes hotter than the side away from the injector 5, and the thermal stress is also increased.
シリンダヘッド１０では、インジェクタ５に近い側の内側溝部１３ａは、インジェクタ５から離れた側の外側溝部１３ｂと比較して大きく形成される。これにより、インジェクタ５に近い側の内側溝部１３ａの温度上昇を抑制することが可能である。
In the cylinder head 10, the inner groove portion 13 a on the side close to the injector 5 is formed larger than the outer groove portion 13 b on the side away from the injector 5. Thereby, it is possible to suppress the temperature rise of the inner groove 13a on the side close to the injector 5.
以上のように、シリンダヘッド１０では、隣り合う排気ポート１２の間を連結する一対の溝部１３が形成されるため、排気ポート１２間の熱応力を二箇所に分散させることができる。よって、排気ポート１２間に作用する熱応力の最大値を抑制することができる。したがって、熱応力が低減された分だけ、エンジン１の出力を大きくすることが可能であり、エンジン１の耐久性を向上させることが可能である。
As described above, in the cylinder head 10, the pair of groove portions 13 that connect the adjacent exhaust ports 12 are formed, so that the thermal stress between the exhaust ports 12 can be dispersed in two places. Therefore, the maximum value of the thermal stress acting between the exhaust ports 12 can be suppressed. Therefore, the output of the engine 1 can be increased by the amount that the thermal stress is reduced, and the durability of the engine 1 can be improved.
なお、溝部１３の深さは、小さいほど熱応力の低減に効果がある。また、溝部１３の深さは、深いほど温度上昇の抑制に効果がある。シリンダヘッド１０では、一対の溝部１３を形成することによって、熱応力を二箇所に分散させているため、内側溝部１３ａを外側溝部１３ｂよりも深くして、内側溝部１３ａにおける温度上昇を抑制することが可能である。
Note that the smaller the depth of the groove 13, the more effective is the reduction of thermal stress. Further, the deeper the groove 13 is, the more effective the suppression of the temperature rise is. In the cylinder head 10, since the thermal stress is dispersed in two places by forming the pair of groove portions 13, the inner groove portion 13 a is deeper than the outer groove portion 13 b to suppress the temperature rise in the inner groove portion 13 a. Is possible.
以上の実施の形態によれば、以下に示す効果を奏する。
According to the above embodiment, the following effects are obtained.
シリンダヘッド１０では、隣り合う排気ポート１２の間を連結する一対の溝部１３が形成されるため、排気ポート１２間の熱応力を二箇所に分散させることができる。よって、排気ポート１２間に作用する熱応力の最大値を抑制することができる。したがって、熱応力が低減された分だけ、エンジン１の出力を大きくすることが可能であり、エンジン１の耐久性を向上させることが可能である。
The cylinder head 10 is formed with a pair of grooves 13 that connect between the exhaust ports 12 adjacent to each other, so that the thermal stress between the exhaust ports 12 can be dispersed in two places. Therefore, the maximum value of the thermal stress acting between the exhaust ports 12 can be suppressed. Therefore, the output of the engine 1 can be increased by the amount that the thermal stress is reduced, and the durability of the engine 1 can be improved.
以上、本発明の実施形態について説明したが、上記実施形態は本発明の適用例の一部を示したに過ぎず、本発明の技術的範囲を上記実施形態の具体的構成に限定する趣旨ではない。
The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.
Claims (5)
- 排気弁によって開閉されて燃焼室内の燃焼ガスを排気可能な複数の排気ポートが形成されるシリンダヘッドを備えるエンジンであって、
前記シリンダヘッドは、前記燃焼室に臨む面に形成され互いに隣り合う前記排気ポートの間を連結する一対の溝部を有するエンジン。 An engine including a cylinder head that is opened and closed by an exhaust valve to form a plurality of exhaust ports capable of exhausting combustion gas in a combustion chamber,
The cylinder head is an engine having a pair of grooves that are formed on a surface facing the combustion chamber and connect the exhaust ports adjacent to each other. - 請求項１に記載のエンジンであって、
前記一対の溝部は、隣り合う前記排気ポートの両端部を各々連結するように形成されるエンジン。 The engine according to claim 1,
The pair of grooves is an engine formed so as to connect both ends of the adjacent exhaust ports. - 請求項１又は２に記載のエンジンであって、
前記シリンダヘッドに設けられ前記燃焼室に燃料を噴射するインジェクタを更に備え、
前記一対の溝部のうち前記インジェクタに近い一方の溝部は、他方の溝部と比較して大きく形成されるエンジン。 The engine according to claim 1 or 2,
An injector provided in the cylinder head for injecting fuel into the combustion chamber;
One of the pair of grooves that is closer to the injector is formed larger than the other groove. - 請求項３に記載のエンジンであって、
前記一方の溝部は、前記他方の溝部と比較して幅が大きく形成されるエンジン。 The engine according to claim 3,
The engine in which the one groove is formed wider than the other groove. - 請求項３又は４に記載のエンジンであって、
前記一方の溝部は、前記他方の溝部と比較して深さが大きく形成されるエンジン。
The engine according to claim 3 or 4,
The engine in which the one groove is formed deeper than the other groove.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2013/083774 WO2015092869A1 (en) | 2013-12-17 | 2013-12-17 | Engine |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2013/083774 WO2015092869A1 (en) | 2013-12-17 | 2013-12-17 | Engine |
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| WO2015092869A1 true WO2015092869A1 (en) | 2015-06-25 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1001860B (en) * | 1952-05-15 | 1957-01-31 | Kloeckner Humboldt Deutz Ag | Cylinder head for internal combustion engines |
| US3469305A (en) * | 1964-08-06 | 1969-09-30 | Mitsubishi Heavy Ind Ltd | Method for preventing cracking of machine parts |
| JPS5236883Y2 (en) * | 1973-03-12 | 1977-08-23 | ||
| JPS60178342U (en) * | 1984-05-04 | 1985-11-27 | 日産自動車株式会社 | cylinder head of internal combustion engine |
| JP2002276460A (en) * | 2001-03-22 | 2002-09-25 | Isuzu Motors Ltd | Cylinder head |
-
2013
- 2013-12-17 WO PCT/JP2013/083774 patent/WO2015092869A1/en active Application Filing
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1001860B (en) * | 1952-05-15 | 1957-01-31 | Kloeckner Humboldt Deutz Ag | Cylinder head for internal combustion engines |
| US3469305A (en) * | 1964-08-06 | 1969-09-30 | Mitsubishi Heavy Ind Ltd | Method for preventing cracking of machine parts |
| JPS5236883Y2 (en) * | 1973-03-12 | 1977-08-23 | ||
| JPS60178342U (en) * | 1984-05-04 | 1985-11-27 | 日産自動車株式会社 | cylinder head of internal combustion engine |
| JP2002276460A (en) * | 2001-03-22 | 2002-09-25 | Isuzu Motors Ltd | Cylinder head |
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