CA1225311A - Cylinder liners - Google Patents
Cylinder linersInfo
- Publication number
- CA1225311A CA1225311A CA000462470A CA462470A CA1225311A CA 1225311 A CA1225311 A CA 1225311A CA 000462470 A CA000462470 A CA 000462470A CA 462470 A CA462470 A CA 462470A CA 1225311 A CA1225311 A CA 1225311A
- Authority
- CA
- Canada
- Prior art keywords
- liner
- cylinder liner
- cylinder
- mild steel
- gas
- 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
Links
Classifications
-
- 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
- F02F1/02—Cylinders; Cylinder heads having cooling means
- F02F1/10—Cylinders; Cylinder heads having cooling means for liquid cooling
- F02F1/16—Cylinder liners of wet type
-
- C—CHEMISTRY; METALLURGY
- C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
- C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
- C23C8/00—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals
- C23C8/06—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases
- C23C8/28—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases more than one element being applied in one step
- C23C8/30—Carbo-nitriding
- C23C8/32—Carbo-nitriding of ferrous surfaces
-
- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
- C21D9/08—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for tubular bodies or pipes
- C21D9/14—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for tubular bodies or pipes wear-resistant or pressure-resistant pipes
-
- 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
-
- 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
- F16J10/00—Engine or like cylinders; Features of hollow, e.g. cylindrical, bodies in general
- F16J10/02—Cylinders designed to receive moving pistons or plungers
- F16J10/04—Running faces; Liners
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Organic Chemistry (AREA)
- Metallurgy (AREA)
- Materials Engineering (AREA)
- Combustion & Propulsion (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Crystallography & Structural Chemistry (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Solid-Phase Diffusion Into Metallic Material Surfaces (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A cylinder liner is produced from a mild steel by pressing, drawing or extruding to a tubular shape and then finish machining. The finally shaped liner is then nitrocarburised with a mixture of carburising and nitrogenous gases to form a hard "epsilon" layer on the liner surfaces. The liner so produced requires no subsequent finishing processes, can be pressed into an engine block without brittle fracture and is resistant to both exterior wear from waxer, in a wet liner, or from the engine block, in a dry liner, and interior bore wear from an associated piston and piston rings.
A cylinder liner is produced from a mild steel by pressing, drawing or extruding to a tubular shape and then finish machining. The finally shaped liner is then nitrocarburised with a mixture of carburising and nitrogenous gases to form a hard "epsilon" layer on the liner surfaces. The liner so produced requires no subsequent finishing processes, can be pressed into an engine block without brittle fracture and is resistant to both exterior wear from waxer, in a wet liner, or from the engine block, in a dry liner, and interior bore wear from an associated piston and piston rings.
Description
BACKGROUND TO THE INVENTION
1. Field of the Invention The invention relates to cylinder liners for internal combustion engines.
In many internal combustion engines, the or each piston reciprocates in a cylinder formed by a generally cylindrical dry liner commonly press-fitced, shrunk or otherwise inserted into the engine block. The inner surface (or "bore") of the cylinder liner contacts the associated piston and so is subjected to wear and scuffing. In addition dry liners can fret against the associated engine block and so a satisfactory dry cylinder liner should be capable of resisting such wear at the same time being capable of being readily press-fitted or slipped into and disassembled from the associated engine block.
1. Field of the Invention The invention relates to cylinder liners for internal combustion engines.
In many internal combustion engines, the or each piston reciprocates in a cylinder formed by a generally cylindrical dry liner commonly press-fitced, shrunk or otherwise inserted into the engine block. The inner surface (or "bore") of the cylinder liner contacts the associated piston and so is subjected to wear and scuffing. In addition dry liners can fret against the associated engine block and so a satisfactory dry cylinder liner should be capable of resisting such wear at the same time being capable of being readily press-fitted or slipped into and disassembled from the associated engine block.
2. Review of the Prior Art One material commonly used for such liners is low carbon mild steel but this does not have satisfactory wear characteristics. For this reason, various techniques have been used to improve wear characteristics. One such technique is to use a material which is harder and more wear-resistant than the mild steel. For example, .
~22~31~
cast irons or steels which are high in nickel, chromium and molybdenum may be used, particularly when hardened or tempered. However, although these are highly wear-resistant, they have the disadvantage that their ductility is much lower than mild steels so they are correspondingly difficult to machine to a required finished shape. In addition, a finished cylinder liner from such a material can be brittle and this can lead to fractures when the liner is press-fitted into a cylinder block.
A second technique is to provide a hard surface layer on a cylinder liner formed from a mild steel or a cast iron. One such layer is a hard chromium plate on the bore of the liner. Chromium plating has the disadvantages, however, that it is an expensive process, so increasing the cost of the liners, and that such plating does not readily retain oil and hence is prone to scuffing in service. In addition, chromium plating can soften at temperatures above 300C thus reducing its wear-resistance, and requires finishing which adds to the expense. Alternative hard surface treatments are correspondingly expensive to apply.
~22~i3~
SEYMOUR OF TIRE INVENTION
_ _ _ According to the invention, there it provided a method of manufacturing a mild steel cylinder liner for an internal combustion engine and comprising forming a cylinder liner to a final shape from a mild steel, placing the shaped cylinder liner in a chamber from which air is excluded, and then supplying co the chamber a gaseous mixture of a carburising gas and a nitrogenous gas in the ratio of from 25:75 to 75:25 (% by volume at a temperature of from 500C to 650C to nitrocarburise the cylinder liner.
DESCRIPTION OF THE PREFERRED EM~30DIMENTS
The following is a more detailed description of some embodiments of the invention, by way of example only.
A dry cylinder liner is formed of a low carbon steel.
For example, the material may have the following composition:-1~25~
Mild Steel (% by weight) Carbon : 0.05 to 0.30 Silicon : 0.10 to 0.35 Manganese : 0.40 to 1.4 Selfware : 0.050 max.
Phosphorous : 0.050 Max Nickel May be present either as trace elements Chromium ) or as significant low alloying Molybdenum ) additions Balance : iron.
A billet of such a material is first punched, drawn or extruded through a suitably shaped die to form a generally cylindrical blank. This blank is then machined to the final shape of the cylinder liner by the machining of an end flange, if required, and the shaping to required dimensions of cylindrical inner and outer surfaces.
, '!, ~.~2~3~
The shaped cylinder liner is then placed in a chamber from which air is excluded. Next a nitrogenous gas, such as ammonia, and a carburising gas, such as an exothermic hydrocarbon gas, are fed into the chamber at a temperature of between 500 C and 650 C. The proportion of the two gases, nitrogenous to carburislng, may be between 25:75 (% by volume) and 75:25 (I by volume) although tests with ammonia and exothermic hydrocarbon gas have shown that ratios of 50:50 (% by volume) or 60:40 (% by volume) give improved results.
The gases contact the surfaces of the cylinder liner and carbon and nitrogen from the gases diffuse from these surfaces into the mild steel of the liner forming a thin layer (so called "epsilon" layer) between 25 and 20 micrometers thick from Welch diffusion takes place into the body of the liner. For a particular material, the total depth of penetration depends on the time for which the gases are supplied and this may be regulated to give, for example, an "epsilon" layer 10 micrometers thick and a total penetration of O.lmm to 0.3mm. For example, the time may be 2 to 4 hours. A surface hardness of 800 HO or more is achievable decreasing progressively but non-uniformly to the hardness of the basic material. This hardness is maintained on subsequent exposure of the liner to operating so temperatures of up to 550C.
The cylinder liner is then removed from the chamber and is immediately ready for use without any further finishing steps. The cylinder liner has a hard wear-resistant outer surface and a ductile core.
Additionally, the treatment increases significantly the fatigue strength of the liner. This can be of particular importance where a flange is provided on the liner and projects significantly outwardly of the liner because the high fatigue strength increases the fatigue strength of the flange and so reduces the incidence of flange breakage and the incidence of cracks in the flange region.
A dry cylinder liner was formed from a mild steel having a carbon content of vow, in any of the ways described above with reference to Example 1. The shaped liner was then placed in a chamber from which elf was excluded and was nitrocarburised as described above with reference to Example l; the temperature being 570C and the time of treatment 3 hours.
After treatment, the liner was fast gas-cooled and then removed from the chamber and examined. The bore and the ~2~:53~L~
exterior surface of the liner were found IO have equal nitrocarburised layers. A white surface "epsilon" layer 0.04mm thick overlaid a complex structure of iron nitride needles in ferrite grains to a depth of over 0.2mm with a total observed penetration of 0.3mm. In the bulk structure, the hardness decreased from 540 HO
just below the surface layer to 380 HO at 0.15mm depth.
The core hardness of the material was 160/178 HO at ~.35mm below the surface.
Cylinder liners treated as described were then used in a turbo-charged diesel engine. After 300 hours running, the wear on the surface of the liner was negligible.
The oil consumption was acceptable at 0.5% of the fuel consumption and the power about I greater than with untreated cylinder liners, due to the low friction liner surface which, after running, had a glass-like appearance. After 550 hours, the oil consumption had slowly risen to 0.7% of the fuel consumption due to bedding-in of the piston rings, but was still acceptable. The power had increased by 1.3% without any increased fulling.
The methods of manufacture described above and the cylinder liners so manufactured have a number of important advantages. Since the liner is made from a .
25~
ductile mild steel and since all machining is performed before the nitrocarburising is effected, the shaping of the cylinder liner can be readily and rapidly achieved.
Suitable mild steels and cast irons are inexpensive so reducing the cost of the cylinder liners. The nitrocarbusing step provides the cylinder liner with a surface finish which is highly wear-resistant, which remains effective at elevated temperatures (up to 550C) and which penetrates the surface to a substantial depth (O.Olmm to 0.3mm).
Such a liner can be pressed into an engine block without fear of brittle fracture because there remains a ductile central core. The outer surface is resistant to wear by fretting with the engine block. The inner piston-receiving surface is resistant to the wear and scuffing of the associated piston and piston rings because the surface is well wetted by an oil film.
There are particular benefits where the piston rings are also nitrocarburised for example as described in British Patent Publication Noah 112 025. The hard surface of the piston rings would tend to wear the cylinder in the absence of a correspondingly hard surface on the liner.
Where the liner is a wet liner, the outer surface has been found to resist well cavitation corrosion.
~L2~53~L~
It should also be noted chat cylinder liners made as described above have increased resistance to atmospheric oxidation, thus reducing the cost of packaging and transportation.
0021s
~22~31~
cast irons or steels which are high in nickel, chromium and molybdenum may be used, particularly when hardened or tempered. However, although these are highly wear-resistant, they have the disadvantage that their ductility is much lower than mild steels so they are correspondingly difficult to machine to a required finished shape. In addition, a finished cylinder liner from such a material can be brittle and this can lead to fractures when the liner is press-fitted into a cylinder block.
A second technique is to provide a hard surface layer on a cylinder liner formed from a mild steel or a cast iron. One such layer is a hard chromium plate on the bore of the liner. Chromium plating has the disadvantages, however, that it is an expensive process, so increasing the cost of the liners, and that such plating does not readily retain oil and hence is prone to scuffing in service. In addition, chromium plating can soften at temperatures above 300C thus reducing its wear-resistance, and requires finishing which adds to the expense. Alternative hard surface treatments are correspondingly expensive to apply.
~22~i3~
SEYMOUR OF TIRE INVENTION
_ _ _ According to the invention, there it provided a method of manufacturing a mild steel cylinder liner for an internal combustion engine and comprising forming a cylinder liner to a final shape from a mild steel, placing the shaped cylinder liner in a chamber from which air is excluded, and then supplying co the chamber a gaseous mixture of a carburising gas and a nitrogenous gas in the ratio of from 25:75 to 75:25 (% by volume at a temperature of from 500C to 650C to nitrocarburise the cylinder liner.
DESCRIPTION OF THE PREFERRED EM~30DIMENTS
The following is a more detailed description of some embodiments of the invention, by way of example only.
A dry cylinder liner is formed of a low carbon steel.
For example, the material may have the following composition:-1~25~
Mild Steel (% by weight) Carbon : 0.05 to 0.30 Silicon : 0.10 to 0.35 Manganese : 0.40 to 1.4 Selfware : 0.050 max.
Phosphorous : 0.050 Max Nickel May be present either as trace elements Chromium ) or as significant low alloying Molybdenum ) additions Balance : iron.
A billet of such a material is first punched, drawn or extruded through a suitably shaped die to form a generally cylindrical blank. This blank is then machined to the final shape of the cylinder liner by the machining of an end flange, if required, and the shaping to required dimensions of cylindrical inner and outer surfaces.
, '!, ~.~2~3~
The shaped cylinder liner is then placed in a chamber from which air is excluded. Next a nitrogenous gas, such as ammonia, and a carburising gas, such as an exothermic hydrocarbon gas, are fed into the chamber at a temperature of between 500 C and 650 C. The proportion of the two gases, nitrogenous to carburislng, may be between 25:75 (% by volume) and 75:25 (I by volume) although tests with ammonia and exothermic hydrocarbon gas have shown that ratios of 50:50 (% by volume) or 60:40 (% by volume) give improved results.
The gases contact the surfaces of the cylinder liner and carbon and nitrogen from the gases diffuse from these surfaces into the mild steel of the liner forming a thin layer (so called "epsilon" layer) between 25 and 20 micrometers thick from Welch diffusion takes place into the body of the liner. For a particular material, the total depth of penetration depends on the time for which the gases are supplied and this may be regulated to give, for example, an "epsilon" layer 10 micrometers thick and a total penetration of O.lmm to 0.3mm. For example, the time may be 2 to 4 hours. A surface hardness of 800 HO or more is achievable decreasing progressively but non-uniformly to the hardness of the basic material. This hardness is maintained on subsequent exposure of the liner to operating so temperatures of up to 550C.
The cylinder liner is then removed from the chamber and is immediately ready for use without any further finishing steps. The cylinder liner has a hard wear-resistant outer surface and a ductile core.
Additionally, the treatment increases significantly the fatigue strength of the liner. This can be of particular importance where a flange is provided on the liner and projects significantly outwardly of the liner because the high fatigue strength increases the fatigue strength of the flange and so reduces the incidence of flange breakage and the incidence of cracks in the flange region.
A dry cylinder liner was formed from a mild steel having a carbon content of vow, in any of the ways described above with reference to Example 1. The shaped liner was then placed in a chamber from which elf was excluded and was nitrocarburised as described above with reference to Example l; the temperature being 570C and the time of treatment 3 hours.
After treatment, the liner was fast gas-cooled and then removed from the chamber and examined. The bore and the ~2~:53~L~
exterior surface of the liner were found IO have equal nitrocarburised layers. A white surface "epsilon" layer 0.04mm thick overlaid a complex structure of iron nitride needles in ferrite grains to a depth of over 0.2mm with a total observed penetration of 0.3mm. In the bulk structure, the hardness decreased from 540 HO
just below the surface layer to 380 HO at 0.15mm depth.
The core hardness of the material was 160/178 HO at ~.35mm below the surface.
Cylinder liners treated as described were then used in a turbo-charged diesel engine. After 300 hours running, the wear on the surface of the liner was negligible.
The oil consumption was acceptable at 0.5% of the fuel consumption and the power about I greater than with untreated cylinder liners, due to the low friction liner surface which, after running, had a glass-like appearance. After 550 hours, the oil consumption had slowly risen to 0.7% of the fuel consumption due to bedding-in of the piston rings, but was still acceptable. The power had increased by 1.3% without any increased fulling.
The methods of manufacture described above and the cylinder liners so manufactured have a number of important advantages. Since the liner is made from a .
25~
ductile mild steel and since all machining is performed before the nitrocarburising is effected, the shaping of the cylinder liner can be readily and rapidly achieved.
Suitable mild steels and cast irons are inexpensive so reducing the cost of the cylinder liners. The nitrocarbusing step provides the cylinder liner with a surface finish which is highly wear-resistant, which remains effective at elevated temperatures (up to 550C) and which penetrates the surface to a substantial depth (O.Olmm to 0.3mm).
Such a liner can be pressed into an engine block without fear of brittle fracture because there remains a ductile central core. The outer surface is resistant to wear by fretting with the engine block. The inner piston-receiving surface is resistant to the wear and scuffing of the associated piston and piston rings because the surface is well wetted by an oil film.
There are particular benefits where the piston rings are also nitrocarburised for example as described in British Patent Publication Noah 112 025. The hard surface of the piston rings would tend to wear the cylinder in the absence of a correspondingly hard surface on the liner.
Where the liner is a wet liner, the outer surface has been found to resist well cavitation corrosion.
~L2~53~L~
It should also be noted chat cylinder liners made as described above have increased resistance to atmospheric oxidation, thus reducing the cost of packaging and transportation.
0021s
Claims (9)
1. A method of manufacturing a mild steel cylinder liner for an internal combustion engine and comprising forming a cylinder liner to a final shape from a mild steel, placing the shaped cylinder liner in a chamber from which air is excluded, and then supplying to the chamber a gaseous mixture of a carburising gas and a nitrogenous gas in the ratio of from 25:75 to 75:25 (%
by volume) at a temperature of from 500°C to 650°C
to nitrocarburise the cylinder liner.
by volume) at a temperature of from 500°C to 650°C
to nitrocarburise the cylinder liner.
2. A method according to claim 1, wherein the nitrogenous gas is ammonia and the carburising gas is an exothermic hydrocarbon gas.
3. A method according to claim 1, wherein the proportions of the gases are from 50:50 to 60:40 (% by volume).
4. A method according to claim 1, wherein the temperature is 550°C.
5. A method according to claim 1, wherein the cylinder liner is treated for a time such that the total depth of penetration of the nitrocarburised layer into the surface of the cylinder liner is from 0.1 to 0.3mm, with an epsilon surface layer of from 0.005 to 0.020mm in thickness.
6. A method according to claim 5, wherein the treatment time is from 2 to 4 hours.
7. A method according to claim 1, and further comprising forming a generally tubular cylinder blank of mild steel and then machining the cylinder blank to form a finally shaped cylinder liner before the nitrocarburising.
8. A method according to claim 7, wherein the tubular cylinder blank is formed by an extrusion or pressing process or by deep drawing.
9. A cylinder liner when made by the method of claim 1.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB83.23844 | 1983-09-06 | ||
| GB838323844A GB8323844D0 (en) | 1983-09-06 | 1983-09-06 | Cylinder liners |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1225311A true CA1225311A (en) | 1987-08-11 |
Family
ID=10548374
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000462470A Expired CA1225311A (en) | 1983-09-06 | 1984-09-05 | Cylinder liners |
Country Status (15)
| Country | Link |
|---|---|
| JP (1) | JPS60155666A (en) |
| KR (1) | KR910000560B1 (en) |
| AU (1) | AU563425B2 (en) |
| BR (1) | BR8404455A (en) |
| CA (1) | CA1225311A (en) |
| DD (1) | DD236773A5 (en) |
| DE (1) | DE3431971A1 (en) |
| ES (1) | ES8506815A1 (en) |
| FR (1) | FR2551499B1 (en) |
| GB (2) | GB8323844D0 (en) |
| IN (1) | IN162274B (en) |
| IT (1) | IT1176665B (en) |
| MX (1) | MX161251A (en) |
| TR (1) | TR23244A (en) |
| ZA (1) | ZA846990B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK16494A (en) * | 1994-02-08 | 1995-08-09 | Man B & W Diesel Gmbh | Method of producing a cylinder liner as well as such liner |
| US7146939B2 (en) * | 2004-09-14 | 2006-12-12 | Federal-Mogul Worldwide, Inc. | Anti-cavitation diesel cylinder liner |
| DE102007041519A1 (en) * | 2007-08-31 | 2009-03-05 | Mahle International Gmbh | Cylinder liner and method for its production |
| GB2494217B (en) * | 2012-01-19 | 2014-10-08 | Libertine Fpe Ltd | A linear electrical machine with a piston and axially segmented cylinder |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR925433A (en) * | 1946-03-29 | 1947-09-03 | Improvements in the manufacture of piston pins | |
| GB662213A (en) * | 1949-09-01 | 1951-12-05 | British Piston Ring Company Lt | Improvements relating to piston rings |
| GB1034157A (en) * | 1964-02-26 | 1966-06-29 | Gen Motors Corp | Case hardening ferrous articles |
| GB1318887A (en) * | 1969-10-31 | 1973-05-31 | Lucas Industries Ltd | Method of manufacturing high strength extruded steel components |
| GB1351234A (en) * | 1970-07-21 | 1974-04-24 | Nissan Motor | Process for forming a soft nitride layer in a metal surface |
| JPS5120016B2 (en) * | 1971-10-21 | 1976-06-22 | ||
| DE2527026C3 (en) * | 1975-06-18 | 1980-11-27 | Volkswagenwerk Ag, 3180 Wolfsburg | Process for producing a component with a long service life |
| JPS5544545A (en) * | 1978-09-26 | 1980-03-28 | Usui Internatl Ind Co Ltd | Material for high pressure fuel injection pipe and manufacture thereof |
| DE2844170A1 (en) * | 1978-10-06 | 1980-04-17 | Wolfgang Scheibe | Rebuilding of worn, wear resistant machine parts - is carried out by diffusion treatment such as nitriding, boronising, carburising or carbonitriding |
| JPS5623537A (en) * | 1979-08-02 | 1981-03-05 | Toshiba Corp | Cylinder for internal combustion engine |
| JPS56133457A (en) * | 1980-03-22 | 1981-10-19 | Toyota Motor Corp | Gas soft nitriding method for gear shift fork |
| JPH0230315B2 (en) * | 1981-08-18 | 1990-07-05 | Asahi Chemical Ind | AMINRUIOFUKUMUHAISUINOSHORIHOHO |
| KR890001030B1 (en) * | 1981-12-16 | 1989-04-20 | Ae Plc | Nitro-carburizing treatment method and metal ring |
-
1983
- 1983-09-06 GB GB838323844A patent/GB8323844D0/en active Pending
-
1984
- 1984-08-28 GB GB08421732A patent/GB2146409A/en not_active Withdrawn
- 1984-08-30 DE DE19843431971 patent/DE3431971A1/en not_active Withdrawn
- 1984-09-04 ES ES535631A patent/ES8506815A1/en not_active Expired
- 1984-09-04 TR TR5957/84A patent/TR23244A/en unknown
- 1984-09-05 MX MX202628A patent/MX161251A/en unknown
- 1984-09-05 CA CA000462470A patent/CA1225311A/en not_active Expired
- 1984-09-05 BR BR8404455A patent/BR8404455A/en unknown
- 1984-09-05 DD DD84267021A patent/DD236773A5/en not_active IP Right Cessation
- 1984-09-05 IN IN678/MAS/84A patent/IN162274B/en unknown
- 1984-09-06 ZA ZA846990A patent/ZA846990B/en unknown
- 1984-09-06 KR KR1019840005470A patent/KR910000560B1/en not_active IP Right Cessation
- 1984-09-06 IT IT22552/84A patent/IT1176665B/en active
- 1984-09-06 AU AU32770/84A patent/AU563425B2/en not_active Ceased
- 1984-09-06 FR FR8413722A patent/FR2551499B1/en not_active Expired
- 1984-09-06 JP JP59185492A patent/JPS60155666A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| MX161251A (en) | 1990-08-24 |
| GB8323844D0 (en) | 1983-10-05 |
| ZA846990B (en) | 1986-04-30 |
| IT8422552A0 (en) | 1984-09-06 |
| GB8421732D0 (en) | 1984-10-03 |
| FR2551499A1 (en) | 1985-03-08 |
| GB2146409A (en) | 1985-04-17 |
| IT1176665B (en) | 1987-08-18 |
| BR8404455A (en) | 1985-07-30 |
| DD236773A5 (en) | 1986-06-18 |
| JPS60155666A (en) | 1985-08-15 |
| FR2551499B1 (en) | 1989-06-02 |
| IN162274B (en) | 1988-04-23 |
| KR850002111A (en) | 1985-05-06 |
| KR910000560B1 (en) | 1991-01-26 |
| AU3277084A (en) | 1985-03-14 |
| DE3431971A1 (en) | 1985-03-21 |
| TR23244A (en) | 1989-07-21 |
| ES535631A0 (en) | 1985-07-16 |
| AU563425B2 (en) | 1987-07-09 |
| ES8506815A1 (en) | 1985-07-16 |
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