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WO1993011348A1 - Ensemble de piston avec accouplement amovible - Google Patents

Ensemble de piston avec accouplement amovible Download PDF

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Publication number
WO1993011348A1
WO1993011348A1 PCT/CA1992/000522 CA9200522W WO9311348A1 WO 1993011348 A1 WO1993011348 A1 WO 1993011348A1 CA 9200522 W CA9200522 W CA 9200522W WO 9311348 A1 WO9311348 A1 WO 9311348A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
connecting rod
abutment
piston assembly
piston head
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.)
Ceased
Application number
PCT/CA1992/000522
Other languages
English (en)
Inventor
Norbert Hamy
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of WO1993011348A1 publication Critical patent/WO1993011348A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J1/00—Pistons; Trunk pistons; Plungers
    • F16J1/10—Connection to driving members
    • F16J1/14—Connection to driving members with connecting-rods, i.e. pivotal connections
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/36—Modified dwell of piston in TDC

Definitions

  • This invention relates generally to internal combustion engines, and more particularly to a piston assembly comprising a piston head adapted for reciprocating movement in a cylinder and a connecting rod for connecting the piston head to a crankshaft.
  • the piston head which reciprocates in the cylinder, is connected to the crankshaft by a connecting rod for converting the reciprocating motion of the piston into the rotary motion of the crankshaft.
  • the connecting rod is pivotally attached at one end, known as the big end, to the crankshaft, and at the other end, known as the little end, to the piston head by means of a pivot-shaft or wrist pin.
  • the wrist pin is inserted into the walls of the piston below the piston ring.
  • This arrangement limits the length of the connecting rod relative to the total dimension from the piston top to the bottom bearing center of the connecting rod.
  • the connecting rod length determines the rod angularity, or angular displacement, due to crankshaft rotation.
  • the rod angularity is related to the mechanical efficiency of transforming linear motion during the power stroke into rotary crank motion and its related torque. The greater the angularity of the connecting rod, the lower the efficiency of the conversion process.
  • An object of the present invention is to improve the conversion efficiency relative to conventional designs.
  • the present invention provides a piston assembly comprising a piston head adapted for reciprocating movement in a cylinder, a connecting rod for connecting said piston head to a crankshaft, said connecting rod having a big end for pivotal attachment to the crankshaft and a little end for attachment to the piston head, and coupling means for pivotally attaching said little end to said piston head, said coupling means providing lateral displacement of the pivot point in the same direction as the lateral movement of the connecting rod during rotation of the crankshaft so as to reduce the angular displacement of the connecting rod.
  • the connecting rod can be made to pivot effectively about a virtual pivot point located above the top of the piston with a consequential decrease in rod angularity. As a result, the efficiency of the mechanical conversion process is increased.
  • the connecting rod terminates in a dual-ridge abutment engaging in a complementary pocket formed on the underside of the piston head.
  • the connecting rod rolls between two pivot points defined by the abutment ridges.
  • Roller bearings carried by brackets attached to the piston head engage bearing surfaces on the underside of the abutment to retain the abutment in the receiving pocket at at least three points.
  • one ridge is higher than the other.
  • This arrangement serves to provide a shorter travel distance for the piston during the first 90°of crankshaft rotation of the power stroke (downward travel) .
  • the lower pivot is in contact.
  • the higher pivot is in contact.
  • the assembly offers a number of advantages in addition to reduced ro ⁇ angularity for greater conversion efficiency. There is a significant increase in piston dwell time at TDC (top dead center) as well as a significant decrease in dwell time at BDC (bottom dead center) , resulting in greater engine power.
  • the assembly offers a significant decrease in the side loading of the piston because the piston can be maintained in a stable horizontal position by ensuring that the abutment is always supported at at least three points defined by the active abutment and the roller bearings retaining the abutment in the piston head.
  • piston can be made very shallow. This means that piston can be approximately 60 percent of the weight of a conventional piston of the same bore diameter with a wrist pin due to the shallow profile and reduction in material volume. As a result, the reciprocating mass is reduced and consequently the efficiency increased since the inertia of the mass whose motion has to be reversed at each extremity is less.
  • the cylinder length can be decreased by about 40% relative to a conventional cylinder due to the reduced weight of the piston head.
  • the connecting rod in the novel piston assembly has approximately the same overall weight as a conventional connecting rod.
  • the pocket is made of a very hard material, such as ceramics or ceramic-alloy compounds. These materials provide much greater heat capacity and dimensional stability than materials used in conventional designs.
  • the piston rings can be mounted very close to the edge of the piston crown, thus reducing crevice volume, i.e. the volume of the space between the crown of the piston and the uppermost piston ring.
  • the abutment can be made of a slightly softer material such as steel.
  • the piston assembly can be adapted to a variety of geometries- to suit internal combustion or engines of different types, including four cycle, two cycle, diesel, and multi-fuel engines, such as stratified charge engines and the like.
  • Figure 1 a is diagrammatic illustration of a conventional piston and connecting rod assembly
  • FIG. 2 is a similar illustration of a piston assembly in accordance with one embodiment of the invention.
  • Figure 3 is a partial section of a practical embodiment of a piston assembly in accordance with the invention.
  • Figure 4 is a section through the piston assembly taken at right angles to the section in figure 3, showing the connecting rod abutment in side view;
  • Figure 5 is an underside plan view of the piston head;
  • Figure 6 is a diagrammatic illustration helpful in understanding the invention of the connecting rod in the 90° position
  • FIG. 7 is a diagrammatic illustration helpful in understanding the invention of the connecting rod in the TDC position
  • Figure 8 is a detailed view showing the rolling contact of the dual-ridge abutment
  • Figure 9 shows the rolling contact of the three- ridge abutment
  • Figures 10a to 10c show a specific embodiment of a piston assembly in accordance with the invention that has been tested in a single cylinder engine, the connecting rods being shown at left angularity, vertical position, and right angularity respectively;
  • Figures 11a to lie are perspective views of the connecting rods shown in Figures 10a to 10c, and Figure lid shows locating blocks for the abutment of the connecting rod;
  • Figure 12 is a section through the piston head of a further embodiment with asymmetrical ridges
  • Figure 13 is a view similar to Figure 12 of another embodiment in which the connecting rod is attached to the piston head by twin lock levers;
  • Figure 14 is a further sectional view of the embodiment shown in Figure 13, showing a lock lever in more detail;
  • Figures 15 and 16 are views similar to Figure 14, but showing the connecting rod at a mid and max angularity
  • Figure 17 is a perspective view of the connecting rod of the assembly shown in Figure 13;
  • Figure 18 shows a detail of the abutment of the assembly of Figure 13;
  • Figure 19 is a cut-away side elevation of the piston head showing a cut-out in the skirt or the locking lever;
  • Figure 20 is a partial underneath view of the piston head shown in Figure 19;
  • Figure 21 is a chart showing the piston displacement curves through a standard piston and a piston in accordance with the invention.
  • Figure 22 is a schematic view of an engine incorporating a piston assembly according to the invention.
  • a conventional piston head 1 has a connecting rod, diagrammatically illustrated as 5*, pivoted at its upper end, or little end, about a pivot point 100 provided by wrist pin 8 to the piston head 1 and at its lower end, or big end, to the crankshaft, diagrammatically illustrated as 101.
  • the piston head has conventional piston rings 19, which provide a gas-tight and oil-tight seal for the piston head.
  • TDC top dead center
  • BDC bottom dead center
  • Piston dwell occurs at top dead center and bottom dead center due to the sinusoidal motion resulting from the end of the connecting rod describing an arc substantially coincident with the path of the crankshaft and is a function of rod length divided by piston stroke.
  • a long connecting rod has a longer dwell time at TDC and a shorter dwell time at BDC.
  • a longer dwell at TDC is desirable since this ensures maximum pressure for a longer time and thus increases power output.
  • the pivot point instead of being fixed relative to the piston head, is displaced laterally between points 100a and 100b as the piston reciprocates during rotation of the crankshaft.
  • This has the effect of increasing the effective length of the connecting rod so that it behaves as if it is pivoting about a virtual pivot point 60 some distance above the piston head l, which can suitably be of ceramic or ceramic composite.
  • Figures 6 and 7, which are diagrammatic and exaggerated for the purposes of illustration, show the principle of operation of the invention by showing the angular deflection of a connecting rod with a laterally displaceable pivot as compared with a conventional pivot in the 90° position.
  • the maximum angularity of the connecting rod 5 connected to a laterally displaceable pivot (100a, 100b) is substantially less than the angularity of a connecting rod 5* assumed to pivot about a fixed point relative to the piston head on the median plane 102 (Compare angle ⁇ with angle ⁇ ) .
  • the latter constitutes a virtual pivot point for the connecting rod, or in other words from the point of view of angularity the arrangement is equivalent to a conventional connecting rod pivoting about the non- displaceable point 60 (relative to the piston head 1) .
  • the connecting rod has an effective length with regard to its angularity determined by the location of the pivot point 60.
  • Figure 2 shows the coupling arrangement for providing the pivotal connection while ensuring lateral displacement of the pivot point.
  • the connecting rod 5 terminates in an elongate abutment 50 having a pair of laterally spaced, rounded ridges 51, 52, the ridge 52 being higher than the ridge 51.
  • the ridges 51, 52,_ engage complementary depressions 61,62 in pocket 12 formed on the underside of the piston head 1.
  • the abutment 50 rocks between pivot points 100a, 100b as the ridges 51,52 alternately engage contact surfaces in the depressions 61, 62 during rotation of the crankshaft.
  • the ridges 51, 52 are typically about 1.25 cms apart.
  • the abutment 50 has laterally protruding wing portions 56 (Fig. 4) extending beyond the main stem of the connecting rod and defining on their underside bearing surfaces 53, 54 that bear against roller bearings 4l ⁇ carried in brackets 4 mounted on the underside of the piston head 1 and held in place by bolts 10. Roller bearings 41 thrust the abutment 50 into the pocket 12 formed on the underside of the piston head 1. -In the case of a ceramic piston head, the bolts 10 are screwed into threaded bushings bonded into bores formed in the piston head 1.
  • the piston head 1 is of very shallow design, about 50% shorter than a conventional piston due to the lack of wrist-pin, with a triangular section compression ring 2 communicating with the cylinder space through gas transfer holes 20 in the piston crown.
  • the oil ring 3 is located immediately below the compression ring.
  • the entire piston head assembly is preferably made of ceramic or ceramic composite material. This allows the compression ring 2 to be located immediately adjacent the p.ston crown.
  • the mode of operation can be understood with reference to Figure 2.
  • the ridges 51, 52 fit snugly in the corresponding matching depressions 61,62 in pocket 12.
  • the connecting rod 5 is angularly displaced to the right, and as a result the abutment 5 undergoes an anti-clockwise rocking motion causing the connecting rod to pivot about ridge 52 during the downward stroke as seen in the central position, where the connecting rod is at 90° crank rotation.
  • both ridges 51, 52 engage their complementary depressions 61, 62.
  • the abutment 50 rolls in a clockwise direction so that the connecting rod 5 pivots about ridge 51 during the upward stroke.
  • downstream ridge 52 in the direction of crankshaft rotation, is lower than the ridge 51 has the effect of slightly shortening the travel distance of the piston 1 during the power stroke. This is desirable for improved efficiency.
  • Figure 8 further helps to explain the effect of the height variation of the ridges 51, 52.
  • the lower ridge lies in the direction of rotation of the crankshaft.
  • abutment 50 pivots during crankshaft rotation, a gradual smooth rolling contact is made between points A, B f and C.
  • the point of contact swings between points A, C with intermediate contact point B and can be somewhat jerky.
  • the ⁇ symmetrical arrangement can be employed in low r.p.m. engines .
  • One effect of the increase in effective length of the connecting rod is the reduction of bottom dwell time to 15° and a corresponding increase in top dwell time to 23°.
  • the described cooperating abutment and pocket effectively cause the pivot point of the connecting rod to be displaced during the crankshaft cycle and raise the effective pivot point to a point 60 above the piston head 1.
  • the effective pivot point is where the connecting rod would have to be pivoted to undergo the same lateral displacement for the same angular displacement if the lateral position of the pivot point did not move relative to the piston head during the crankshaft cycle.
  • the piston 1 can be made very shallow as compared with a conventional piston. Furthermore, when very hard materials, such a ceramics or ceramic-alloy compounds are employed, these piston materials inherently provide much higher heat capacity and much greater dimensional stability. As a result the piston rings 2, can be mounted very close to the edge of the piston crown, thus reducing crevice volume.
  • the compression ring 2 (Fig. 2) is of triangular section with a 45° inward reaction surface directed toward the gas pressure in the combustion chamber. Gas pressure is transferred from the combustion chamber through piston-crown transfer holes 20.
  • the 45° reaction surface 2a on the interior surface of the compression ring assures equal downward and outward sealing pressure against piston-groove and cylinder wall.
  • the placement and shape of the compression ring groove reduces the crevice volume by at least 50% compared to conventional designs.
  • the oil ring 3 is generally conventional in profile, and mounted below the single compression ring.
  • the described piston assembly is approximately 60% of the weight of a conventional piston of the same bore diameter due to its shallow profile and great reduction in material volume. This results in significant reduction in overall reciprocating mass.
  • the connecting rod, with its special twin-ridge pivot-head and conventional lower end, is roughly equal in overall weight to a conventional rod.
  • FIGS 10a to 10c show a further embodiment — employing a different retention system, where like parts are identified with like reference numerals.
  • the connecting rod 5 has a pair of symmetrical rounded ridges 51, 52 located in symmetrical depression 61, 62 on the inner lower surface of piston head l. Such a symmetrical configuration is suitable mainly for low r.p.m. engines.
  • the big end of connecting rod 5 is pivotally mounted on a conventional crankshaft (not shown) .
  • connecting rod 5 is pivoted about ridge 51 in depression 61.
  • contact occurs at both ridges 51 and 52, and at right angularity, as shown in Figure 10c, contact occurs only at ridge 52.
  • the angular displacement of the piston rod is less than for a single stationary pivot, and the effect of this reduction in angularity is to increase the effective length of the piston rod.
  • the novel coupling also permits the height, and thus weight, of the piston head to be reduced.
  • the connecting rod 5 which is made of steel, has a heart- shaped abutment 50 with wing portions 56 protruding beyond the lateral faces of the connecting rod 5.
  • Wing portions 56 are located in retaining blocks 57 which, on their underside have curved bearing surfaces 58.
  • the retaining blocks 57 engage retainer bracket 59 ( Figures 11a to lid).
  • Blocks 57 lie in retainer brackets in a manner that will become evident with reference to Figure 12.
  • Figure 12 shows in more detail an assembly similar to the assembly shown in Figures 10a to 10c and 11a-to lid, but with an asymmetrical pivot, that is with one ridge 52 higher than ridge 51.
  • a pair of inwardly arcuate retainer brackets 59 are attached to the piston head 1 by bolts 10 on either side of the connecting rod 5.
  • the laterally protruding wing portions 56 of the abutment on connecting rod 5 are located in locating blocks 57, which are made of ceramic material.
  • the abutment consists of a lower portion 56a made of steel integral with connecting rod 5 and a ceramic or carbon cap 65, which forms the upper contact surface of the abutment 50.
  • pocket 12 The inner surface of pocket 12 is lined with a carbon insert 66, which comes into contact with ceramic or carbon cap 65.
  • the contact surface of the retainer bracket 59 is also provided with a carbon liner 67 matching the contour of the curved bearing surfaces 58 of the locating blocks 57.
  • the arrangement shown in Figure 12 is efficient under high loads.
  • Figure 13 shows an alternative embodiment, which employs twin lock levers instead of locating blocks as part of hte retaining system.
  • the steel connecting rod 5 has an abutment 50 with a carbon or ceramic cap 65 providing asymmetrical ridges 51, 52 mating with complementary depressions 61, 62 formed in carbon insert 66 of pocket 12 on the underside of piston head 1.
  • Figure 17 shows the shape of the carbon cap 65 forming the upper part of abutment 50 and providing the two ridges 51, 52.
  • the aabutment 50 of the piston rod of this embodiment is retained in the piston head 1 by an entirely different coupling system.
  • the abutment 50 has an asymetrically disposed transverse bore 70 through which extends a pivot shaft 71.
  • abutment 50 mounted on the shaft 71 are respective lock levers 72 having holes 73 at their free end by means of which they are attached to brackets 74 on the underside of the piston ( Figure 20) by pivot pins 75 accessible through a cut-out 76 in the lower portion of the piston skirt.
  • the pivot shaft 71 (Fig. 18) passes through locating disks 80 loosely fitted in recesses 79 formed in hook- shaped ends 77 of the locking levers 72.
  • Locating lug 81 extends through the entrance of the recess 79.
  • the upper surface 78 of the hook-shaped ends 77 match the contours of the higher valley 62 in the carbon insert 66.
  • the locating disk 80 which is mounted in hole 73 with some play and a limited degree of freedom is drawn into the recess 79 to allow limited movement of the pivot point of the shaft 71 relative to the end of the hook-shaped connecting rod and thereby prevent the system from locking up.
  • the locking lever assembly in effect pivotally connects the connecting rod to the piston head while permitting the rolling motion occurring as the connecting rod pivots from side to side and the pivot point moves from bridge 51 to 52 and vice versa.
  • the locking levers 72 have the effect of stabilizing the pivoting action because the vector system is such that they urge ridges 51, 52 into their respective recesses 61 r 62 in carbon insert 66. Any tendency to vibrate is thus minimized.
  • twin lock levers obviate the need to bore holes in the piston crown. This is a particularly desirable feature in the case of a monolithic ceramic piston.
  • Figure 21 shows the displacement curves for a standard piston assembly A compared to a piston assembly B according to the invention. It will be seen that by using the displaceable pivot coupling of the type described, the piston according to the invention descends slow and rises faster than the standard piston.
  • Figure 22 shows a conventional engine incorporating a piston assembly according to the invention. Apart from the piston assembly, which also permites the use of.a shorter cylinder, the engine construction can be otherwise conventional.
  • Piston head l can be of the type desribed with reference to Figure 2 to 10.
  • Roller #1 X offset -.2 Roller #2 X offset: .2
  • the piston assembly can be adapted in a variety of geometries to suit internal combustion engines of different types including: 4-cyles, 2-cyles, diesel of different types and multi-fuel engines (stratified charge etc.) .
  • the TDC dwell time is almost double that of the best current engines and BDC dwell time is much shorter.
  • the combustion space remains smaller for a longer period of the power stroke which results in more fuel-efficient power production.
  • the piston timing requires less valve overlap,-which implies a less aggressive camshaft. There is less gas flow-through, which results in a truer compression ratio and a lower intake airflow demand. Less aggressive cam profiles can be employed to provide a higher and flatter torque curve. Less radical valve-lift allows lower spring pressures, friction and weight.
  • BDC direction reversal is faster and upward piston acceleration is higher, which provides better response to efficient exhaust tuning.
  • No piston lubrication is required at the rod junction and the pistons can be made ultra-compact with no skirts or no wrist pin.
  • the piston shape is ideal for a ceramic molded construction.
  • Ceramic pistons are stable at high temperatures, which allows a closer fit inside the cylinder.
  • the piston remains in a constant horizontal position and as a result there is no tendency for piston to oscillate inside the cylinder. This results in reduced stress on piston rings, the ability to operate with two rings (rather than 3) , reduced side thrust on piston, a better piston seal, and reduced crevice volume.
  • the longer rod has reduced angularity, resulting in greater mechanical efficiency (more torque) .
  • the reciprocating mass is reduced.
  • the piston assembly has this potential for cost reduction in mass market.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)

Abstract

Un ensemble de piston (1) comprend une tête de piston (1) conçue pour effectuer un mouvement de va-et-vient dans un cylindre et une bielle de liaison, conçue pour relier la tête de piston à un vilebrequin. La bielle de liaison comporte une grosse extrémité conçue pour être fixée de manière pivotante sur le vilebrequin et une petite extrémité conçue pour être fixée à la tête de piston (1). Une unité d'accouplement (50) est conçue pour fixer de manière pivotante la petite extrémité de la bielle à la tête de piston (1) tout en assurant le déplacement latéral du point de pivotement dans la même direction que le mouvement latéral de la bielle de liaison (5) lors de la rotation du vilebrequin. De cette manière, le déplacement angulaire de la bielle de liaison (5) est réduit pendant le cycle du vilebrequin et le rendement du moteur est amélioré.
PCT/CA1992/000522 1991-12-02 1992-12-02 Ensemble de piston avec accouplement amovible Ceased WO1993011348A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA2,056,819 1991-12-02
CA 2056819 CA2056819A1 (fr) 1991-12-02 1991-12-02 Ensemble de piston avec bielle articulee

Publications (1)

Publication Number Publication Date
WO1993011348A1 true WO1993011348A1 (fr) 1993-06-10

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ID=4148853

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CA1992/000522 Ceased WO1993011348A1 (fr) 1991-12-02 1992-12-02 Ensemble de piston avec accouplement amovible

Country Status (3)

Country Link
AU (1) AU2939592A (fr)
CA (1) CA2056819A1 (fr)
WO (1) WO1993011348A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5651304A (en) * 1993-05-04 1997-07-29 Neville Thomas Allsopp Piston and connecting rod assembly

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB213880A (en) * 1923-04-07 1924-09-25 Axel Frandsen Improvements in internal combustion engines
US3448664A (en) * 1967-10-25 1969-06-10 Gen Motors Corp Floating crown piston
GB1170326A (en) * 1969-05-19 1969-11-12 James Tennant Thomson Improvements in or relating to Piston and Connecting Rods
US3908623A (en) * 1974-08-23 1975-09-30 Edward M Mcwhorter Advanced reciprocating engine system
US4463710A (en) * 1981-12-07 1984-08-07 Mcwhorter Edward M Engine connecting rod and piston assembly
WO1991019087A1 (fr) * 1990-05-30 1991-12-12 Routery Edward E Ensemble bielle-piston

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB213880A (en) * 1923-04-07 1924-09-25 Axel Frandsen Improvements in internal combustion engines
US3448664A (en) * 1967-10-25 1969-06-10 Gen Motors Corp Floating crown piston
GB1170326A (en) * 1969-05-19 1969-11-12 James Tennant Thomson Improvements in or relating to Piston and Connecting Rods
US3908623A (en) * 1974-08-23 1975-09-30 Edward M Mcwhorter Advanced reciprocating engine system
US4463710A (en) * 1981-12-07 1984-08-07 Mcwhorter Edward M Engine connecting rod and piston assembly
WO1991019087A1 (fr) * 1990-05-30 1991-12-12 Routery Edward E Ensemble bielle-piston

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5651304A (en) * 1993-05-04 1997-07-29 Neville Thomas Allsopp Piston and connecting rod assembly

Also Published As

Publication number Publication date
CA2056819A1 (fr) 1993-06-03
AU2939592A (en) 1993-06-28

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