|Publication number||USRE41335 E1|
|Application number||US 11/234,819|
|Publication date||May 18, 2010|
|Filing date||Sep 23, 2005|
|Priority date||Jul 25, 2000|
|Also published as||CA2430029A1, CA2430029C, CA2614692A1, DE60129980D1, DE60140974D1, EP1303688A1, EP1303688A4, EP1303688B1, EP1790882A2, EP1790882A3, EP1790882B1, EP2000658A2, EP2000658A3, EP2290218A1, US6622667, WO2002008591A1, WO2002008591A9|
|Publication number||11234819, 234819, US RE41335 E1, US RE41335E1, US-E1-RE41335, USRE41335 E1, USRE41335E1|
|Inventors||Douglas A. Doers|
|Original Assignee||Deltahawk Engines, Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (70), Non-Patent Citations (7), Referenced by (4), Classifications (36), Legal Events (7)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application claims the benefit of U.S. Provisional Application No. 60/220,787, filed Jul. 25, 2000.
The present invention relates generally to internal combustion engines. More particularly, the present invention relates to two-stroke, diesel aircraft engines.
As generally known, the overall operation, reliability and durability of internal combustion engines depends on a number of design characteristics. One such design characteristic involves the piston pin or wrist pin/connecting rod connection. Uneven wear, excessive deflection or other structural deformities of the wrist pin will adversely affect the performance of an engine. Another design characteristic involves providing adequate cooling for fuel injectors. Generally, fuel injectors are in close proximity to the high heat regions of the combustion chambers. Without proper cooling, a fuel injector can malfunction and, in some cases, completely fail. Another design characteristic involves sufficiently cooling the cylinder heads. Thermal failure or cracking of a cylinder head results in costly repairs to the engine. Yet another design characteristic involves providing coolant to cooling jackets in multiple cylinder engines having a plurality of cylinder banks. Inadequate flow or obstructed flow of the coolant through the cooling jacket can result in engine failure.
The present invention provides an internal combustion engine having many advantages over prior art engines. In particular, the present invention provides certain improvements that are particularly well suited for use in two-stroke, diesel aircraft engines. The invention includes a new wrist pin/connecting rod connection, a new cooling system for fuel injectors, a new cylinder head cooling arrangement and a new cooling jacket cross-feed arrangement.
The wrist pin, especially in two-stroke diesel engines, is nearly continuously under load. It is not uncommon for wrist pins to deflect under heavy or continuous loads. A heavy or thick walled wrist pin reduces the deflection, but at the cost of a substantial increase in weight. Thus, there is a need for a new wrist pin/connecting rod assembly which makes it less likely that the wrist pin will deflect under heavy or continuous loads, yet which does not appreciably add to the overall weight of the engine.
Providing a wrist pin/connecting rod assembly in which the wear on the bearing surface of the wrist pin is evenly distributed is difficult at best. Uneven wear of the wrist pin bearing surface can result in poor engine performance. Thus, there is a need for a wrist pin/connecting rod assembly which minimizes uneven wear on the wrist pin bearing surface.
Accordingly, the invention provides a connecting rod with a cradle-like upper end. In other words, the upper end of the connecting rod has an arcuate portion and does not encircle the wrist pin. The wrist pin has an outer surface in engagement with the arcuate portion of the connecting rod, and a plurality of fasteners (e.g., screws) secure the wrist pin to the arcuate portion of the connecting rod by extending through the wall of the wrist pin and into an insert within the wrist pin. Because the arcuate portion of the connecting rod does not completely encircle the wrist pin, the entire “top” of the wrist pin (the side of the wrist pin farthest from the crankshaft and nearest the piston crown) can bear against the piston. In other words, a longitudinal portion of the wrist pin that does not engage the arcuate portion of the connecting rod can bear against the piston. This results in the load and the wear being more evenly distributed across substantially the entire longitudinal length of the wrist pin and, therefore, a lighter wrist pin than would otherwise be necessary can be used. Moreover, the wrist pin insert stiffens the wrist pin, also allowing the use of a thinner wrist pin. In addition, because the wrist pin cannot pivot relative to the connecting rod, the forced movement or rocking of the wrist pin as the connecting rod pivots during operation of the engine aids in oiling and minimizes uneven wear on the wrist pin bearing surface.
Fuel injectors are subject to intense thermal conditions because of their general proximity to the cylinder heads. One way to cool fuel injectors is to install the fuel injectors through cooling jackets which are adjacent the cylinder heads. The cooling jackets can cool both the cylinder heads and the fuel injectors. However, cooling jackets are not always sufficient to cool the fuel injectors. Moreover, in some engine designs, cooling jackets are not located in positions which allow them to be used to cool the fuel injectors. Thus, there is a need for a new fuel injector cooling system which enhances operation of or operates independent from a cooling jacket.
Fuel pumps generally deliver more fuel than the fuel injection system and engine can utilize at any given moment. As a result, the excess fuel is typically returned to a fuel supply tank for further use. Rather than returning the overflow fuel from the fuel pump directly to the fuel supply tank, the present invention utilizes the overflow fuel to cool the fuel injectors. Circulating the overflow or bypass fuel from the fuel pump through the fuel injectors for the purpose of cooling the fuel injectors makes use of an existing liquid flow not previously used to cool the fuel injectors. The overflow fuel flows into each fuel injector via a newly-provided inlet port and flows out through the known leak-off port. It is not uncommon for engine coolant in a cooling jacket to reach temperatures in excess of 240° F. The overflow fuel is significantly cooler than the engine coolant running through the cooling jacket, thereby providing an improved method of cooling the fuel injector to increase fuel injector life. In those engines which do not use a cooling jacket, the fuel injector cooling system of the present invention provides a new way of cooling the fuel injectors.
Accordingly, the invention also provides a fuel injection system having a fuel injector for injecting fuel into a combustion chamber. The fuel injector includes a fuel inlet port, a fuel outlet port and a fuel passage communicating between the fuel inlet port and the fuel outlet port. The fuel injector further includes a cooling fuel inlet port, a leak-off fuel outlet port and a cooling fuel passage communicating between the cooling fuel inlet port and leak-off fuel outlet port. The fuel injection system includes a bypass fuel line which communicates between a fuel pump and the cooling fuel inlet port of the fuel injector. Overflow fuel from the fuel pump flows through the bypass fuel line and through the fuel injector to cool the fuel injector. Using the excess fuel from the fuel pump to cool the fuel injector simplifies or supplants the cooling jacket.
A problem particularly prevalent with aircraft engines concerns ice build-up on the fuel filter due to cold outside temperatures. The overflow fuel which cools the fuel injectors is warmed as it flows through the fuel injectors. The warmed overflow fuel is recirculated through the fuel injection system to travel through the fuel filter so as to provide the additional benefit of resisting ice build-up on the fuel filter in cold weather.
Radiant and conductive heating of a cylinder head can raise the temperature of the cylinder head above its metallurgical and structural limits. Traditionally, cylinder heads are bolted or otherwise secured to the cylinder block or engine block with a suitable head gasket therebetween to effectively seal the cylinder heads and provide the cooling means for the cylinder head. According to a preferred embodiment of the present invention, the cylinder head threads into the engine block. Because of this, cooling passages normally provided between the engine block and the cylinder head cannot be utilized. Thus, there is a need for a cylinder head cooling arrangement which is not dependent on the location of the cylinder head with respect to the engine block, as in the case with prior engine designs.
Accordingly, in another aspect of the present invention, a cooling cap is mounted on the cylinder head. The cooling cap includes an annular coolant groove which mates with an annular coolant groove in the cylinder head to define an annular cooling passageway. The cooling cap further includes inlet and outlet ports which communicate with the cooling passageway, so that cooling fluid can flow through the cooling passageway to cool the cylinder head. The cooling cap is adjustably positionable on the cylinder head, such that the inlet and outlet ports of the cooling cap can be properly aligned with ports in the engine block. In other words, the cooling cap is connectable to a cooling jacket in the engine block regardless of the position of the cylinder head with respect to the cylinder block or engine block. Because the cylinder head threads into the engine block, it is not known exactly where the cylinder head will be positioned in terms of the engine block. Thus, the adjustable cooling cap of the present invention is especially advantageous in an engine in which the cylinder head threads into the engine block.
Threading the cylinder head into the engine block according to the present invention provides the added benefit of eliminating the bolt and head gasket system of prior engines. This eliminates a possible point of failure, while at the same time reducing the number of parts to assemble the engine. According to one aspect of the present invention, the engine block includes female threads concentric with the cylinder and the cylinder head includes male threads which engage the female threads on the engine block.
In V-type engines, a cooling jacket and an associated thermostat are typically provided for each cylinder bank. A problem with such prior arrangements is that if one thermostat fails, there is no mechanism to allow cooling fluid to flow through the associated cooling jacket. Another problem with such prior designs is that the temperature gradient between the hot cylinder heads and the cooler lower crankcase can be significant, thereby adding undesirable stress to the engine block and other engine components. Thus, there is a need for a new system which provides redundancy of thermostat operation and thermal coupling between the cylinder heads and the lower portion of the engine.
Accordingly, the invention also provides a cross-feed cooling passageway in the engine block of a V-type engine. The cooling passageway extends between a first cooling jacket adjacent a first cylinder bank and a second cooling jacket adjacent a second cylinder bank. A first thermostat communicates with the first cooling jacket and a second thermostat communicates with the second cooling jacket. The cooling passageway provides cooling fluid flow between the cooling jackets. This is particularly advantageous in the event that one of the thermostats fails. The cross-feed passageway will allow the cooling fluid to continue to flow if one thermostat fails, so as to reduce the possibility of damage to the engine from over-heating. Another advantage of the cooling passageway is that it reduces the temperature gradient between the cylinder heads and the lower crankcase.
Other features and advantages of the present invention will become apparent to those skilled in the art upon review of the following detailed description, claims and drawings in which like numerals are used to designate like features.
Before the embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Also, it is understood that the phraseology and terminology used herein are for the purpose of description and should not be regarded as limiting. The use of “including” and “comprising” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items and equivalents thereof. The use of “consisting of” herein is meant to encompass only the items listed thereafter and the equivalents thereof.
The connecting rod 30 includes a first end 34 which is connected to the crankshaft. The connecting rod 30 further includes a second end 38 which includes an arcuate portion 42 that does not completely encircle the wrist pin 46. Preferably, the arcuate portion 42 of the connecting rod 30 has an arcuate extent that is about or slightly less than 180°. A wrist pin 46 having an annular wall 50 including a cylindrical inner surface 54 (
As shown in
As shown schematically in
As can be appreciated, as the overflow fuel cools the fuel injectors, the overflow fuel is warmed. The overflow fuel is recirculated through the fuel injection system 122 by way of return fuel line 148. The warmed overflow fuel will flow through the fuel filter 130 on its way back to the fuel pump 132 to resist excessive build-up of ice on the fuel filter 130 during cold weather.
The engine block 14 includes a cooling jacket 178 with an outlet 182 and an inlet (not shown). The cooling cap 154 is placed on the cylinder head 78 with the inlet port 170 in alignment with the outlet port 182 of the cooling jacket 178 and the outlet port 174 in alignment with the inlet port of the cooling jacket 178. A first transfer tube 186 communicates between the inlet port 170 of the cooling cap 154 and the outlet port 182 of the cooling jacket 178, and a second transfer tube (not shown) communicates between the outlet port 174 of the cooling cap 154 and the inlet port of the cooling jacket 178.
As shown, the inlet port 170 and the outlet port 174 of the cooling cap 154 are not diametrically opposed around the annular cooling passageway 166. Thus, a first portion of the annular cooling passageway 166 extends in one direction from the inlet port 170 to the outlet port 174 (representatively shown as arrow 190 in
The cooling cap 154 is adjustably positionable around the cylinder head 78, so that the inlet port 170 and the outlet port 174 are properly alignable with the associated inlet and outlet ports of the cooling jacket 178. This is especially advantageous for a preferred embodiment of the present invention in which the cylinder head 78 threads into the cylinder block or engine block 14. As shown, the engine block 14 includes female threads concentric with the cylinder 22, and the cylinder head 78 includes male threads which engage the female threads of the engine block 14. Because the cylinder head 78 threads into the engine block 14, it is not exactly known where the cylinder head 78 will be located with respect to the engine body 14. Once the adjustable cooling cap 154 is properly located on the cylinder head 78, a plurality of clamping members 198, preferably equally spaced apart, span across the top of the cooling cap 154 to secure the cooling cap 154 to the cylinder head 78. Each of the clamping members 198 has opposite ends 202 and 206, and is secured to the cylinder head 78 by a pair of fasteners 210. One fastener 210 is located adjacent end 202 and the other fastener 210 is located adjacent end 206. Preferably, the fasteners 210 thread into the top of the cylinder head 78. Preferably, the cylinder head 78 includes a plurality of sets of pre-drilled, threaded holes such that each fastener 210 can be located in a plurality of positions relative to the cylinder head 78. Preferably, end 202 of each clamping member 198 is received by an annular groove 214 in the fuel injector nut 86, thereby also securing the fuel injector 70 to the cylinder head 78.
The foregoing description of the present invention has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit the invention in the form disclosed herein. Consequently, variations and modifications commensurate with the above teachings in skill or knowledge of the relevant art, are within the scope of the present invention. The embodiments described herein are further intended to explain the best modes known for practicing the invention and to enable others skilled in the art to utilize the invention as such, or other embodiments and with various modifications required by the particular applications or uses of the present invention. It is intended that the appended claims are to be construed to include alternative embodiments to the extent permitted by the prior art.
Various features of the invention are set forth in the following claims.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US1355068||Jan 11, 1919||Oct 5, 1920||Packard Motor Car Co||Hydrocarbon-motor|
|US1875580||Oct 19, 1928||Sep 6, 1932||Waukesha Motor Co||Cooling system|
|US2065602||Sep 28, 1932||Dec 29, 1936||Continental Motors Corp||Engine|
|US2152594||Feb 26, 1937||Mar 28, 1939||Briggs Mfg Co||Internal combustion engine|
|US2387114||May 2, 1942||Oct 16, 1945||Briggs Mfg Co||Engine|
|US2397114||Jan 21, 1941||Mar 26, 1946||Aerial Products Inc||Rocket construction|
|US2528665||Jun 17, 1946||Nov 7, 1950||Hannifin Corp||Gasket seal|
|US2855911||Dec 16, 1955||Oct 14, 1958||Rockwell Gmbh||Air cooled two stroke cycle diesel engine|
|US3125082||Feb 20, 1962||Mar 17, 1964||Internal combustion engine cylinder heads|
|US3476021||Jan 15, 1968||Nov 4, 1969||Gen Motors Corp||Bearing assembly with prestressing and retaining means|
|US3612012||Dec 4, 1969||Oct 12, 1971||Allis Chalmers Mfg Co||Fuel injection nozzle|
|US3762389||Jun 26, 1972||Oct 2, 1973||Gen Motors Corp||Rocking piston bearing|
|US3765384||Dec 3, 1971||Oct 16, 1973||J Barnard||Cooling systems for internal combustion engines|
|US3942487||Dec 13, 1968||Mar 9, 1976||Daimler-Benz Aktiengesellschaft||Internal combustion engine-preferably of in-line construction, especially for motor vehicles|
|US3945353||Nov 29, 1974||Mar 23, 1976||Allis-Chalmers Corporation||Two phase nozzle cooling system|
|US4066057||Sep 4, 1975||Jan 3, 1978||Brunswick Corporation||Cylinder head mounting apparatus for internal combustion engines|
|US4112906||Dec 20, 1976||Sep 12, 1978||Spencer Heads, Inc.||Firing deck insert for internal combustion engines|
|US4131093||Nov 17, 1975||Dec 26, 1978||National Research Development Corporation||Internal combustion engines|
|US4237847||Mar 21, 1979||Dec 9, 1980||Cummins Engine Company, Inc.||Composite engine block having high strength to weight ratio|
|US4291650||Jan 3, 1980||Sep 29, 1981||Fiat Veicoli Industriali S.P.A.||Cylinder head for compression-ignition internal combustion engine|
|US4328772||Jan 14, 1980||May 11, 1982||Cummins Engine Company, Inc.||Combustion chamber for an internal combustion engine|
|US4404935||Apr 27, 1981||Sep 20, 1983||Kyocera International, Inc.||Ceramic capped piston|
|US4510420||Feb 7, 1984||Apr 9, 1985||Servo Technology Corp.||Servo rotary motor|
|US4562798||Dec 20, 1983||Jan 7, 1986||Noord-Nederlandsche Machinefabriek B.V.||Cylinder head locking construction|
|US4635596||Aug 12, 1985||Jan 13, 1987||Kawasaki Jukogyo Kabushiki Kaisha||Assembly of piston and connecting rod in internal-combustion engine|
|US4781028||Jul 16, 1986||Nov 1, 1988||Michael Zoche||Turbocharged diesel engine|
|US4834030||Nov 20, 1987||May 30, 1989||Kloeckner-Humboldt-Deutz Ag||Diesel internal combustion engine|
|US4953525||Sep 29, 1989||Sep 4, 1990||Yamaha Hatsudoki Kabushiki Kaisha||Cooling system for V type engine|
|US4957085||Feb 16, 1989||Sep 18, 1990||Anatoly Sverdlin||Fuel injection system for internal combustion engines|
|US5044339||Jan 11, 1990||Sep 3, 1991||Robert Bosch Gmbh||Fuel injection system for internal combustion engines|
|US5058535||Aug 10, 1990||Oct 22, 1991||Teledyne Industries, Inc.||Parallel flow coolant circuit for internal combustion aircraft engines|
|US5065707||Nov 25, 1988||Nov 19, 1991||Elsbett L||Oil-cooled cylinder head|
|US5072654||Jan 18, 1990||Dec 17, 1991||Detroit Diesel Corporation||Piston and bearing assemblies|
|US5094217||Nov 2, 1990||Mar 10, 1992||Yamaha Hatsudoki Kabushiki Kaisha||Air fuel injection system|
|US5195468||Sep 29, 1992||Mar 23, 1993||Clark Richard J||Cylinder head cooling system|
|US5209197||Sep 4, 1991||May 11, 1993||Melchior Jean F||Cylinder head/cylinder sealing device for a reciprocating pressurized gas machine|
|US5279268||Jun 1, 1993||Jan 18, 1994||Caterpillar Inc.||Piston assembly with distributed loading and centrally fastened wrist pin|
|US5413074||Jul 26, 1994||May 9, 1995||Isuzu Motors, Ltd.||Piston and a connecting rod apparatus|
|US5427067||Jun 8, 1994||Jun 27, 1995||Isuzu Motors, Ltd.||Piston and a connecting rod assembly|
|US5505166||Jan 12, 1994||Apr 9, 1996||Sanshin Kogyo Kabushiki Kaisha||Induction system for engine|
|US5529027||Oct 5, 1994||Jun 25, 1996||Yamaha Hatsudoki Kabushiki Kaisha||Liquid-cooled internal combustion engine|
|US5560332||Aug 26, 1994||Oct 1, 1996||Kyong Tae Chang||Connection rod and piston for reciprocating movement apparatus|
|US5560333||Mar 24, 1995||Oct 1, 1996||Ascometal (Societe Anonyme)||Internal combustion engine connecting rod|
|US5577472||Jun 7, 1995||Nov 26, 1996||Cummins Engine Company, Inc.||Spring-energized cylinder head combustion seal assembly|
|US5632255||May 27, 1994||May 27, 1997||Ferrenberg; Allan J.||Regenerated engine with an improved heating stroke|
|US5649509||Jun 21, 1996||Jul 22, 1997||Chang Heui Nam||Connection rod and piston for reciprocating movement apparatus|
|US5655496||Feb 10, 1995||Aug 12, 1997||Evestar Technologies, Inc.||Compact internal combustion engine|
|US5860394||Mar 24, 1997||Jan 19, 1999||Toyota Jidosha Kabushiki Kaisha||Method for suppressing formation of deposits on fuel injector and device for injecting fuel|
|US5878703||May 30, 1997||Mar 9, 1999||Sweeney; Kevin||Two stroke cycle engine|
|US5924407||Jul 29, 1998||Jul 20, 1999||Navistar International Transportation Corp.||Commanded, rail-pressure-based, variable injector boost current duration|
|US5975032||Jun 9, 1997||Nov 2, 1999||Sanshin Kogyo Kabushiki Kaisha||Engine cooling system|
|US6019081||Oct 1, 1998||Feb 1, 2000||Caterpillar Inc.||Cooled pre-combustion chamber assembly|
|US6058910||Apr 15, 1998||May 9, 2000||Cummins Engine Company, Inc.||Rotary distributor for a high pressure fuel system|
|US6167848||Aug 9, 1999||Jan 2, 2001||Daimlerchrysler Ag||Water-cooled internal combustion engine|
|US6199520||Aug 26, 1999||Mar 13, 2001||Edward Lawrence Warren||Two stroke engine with displacer|
|US6427642||Sep 11, 2000||Aug 6, 2002||Dr. Ing. H.C.F. Porsche Ag||Cylinder head for a water-cooled internal combustion engine|
|US6622667||Sep 15, 2000||Sep 23, 2003||Deltahawk, Inc.||Internal combustion engine|
|US6681727||Jan 25, 2002||Jan 27, 2004||Avl List Gmbh||Cylinder head for a plurality of cylinders|
|US6682380||May 5, 2000||Jan 27, 2004||Bombardier Motor Corporation Of America||Marine engine cooling systems and methods|
|US6769383||Jan 24, 2003||Aug 3, 2004||Deltahawk, Inc.||Internal combustion engine|
|US7331331 *||Jan 24, 2007||Feb 19, 2008||Honda Motor Co., Ltd||Fuel injection valve installation structure of engine|
|US20050235946||Jun 22, 2005||Oct 27, 2005||Doers Douglas A||Internal combustion engine|
|USRE35079||Sep 11, 1992||Nov 7, 1995||Sverdlin; Anatoly||Fuel injection system for internal combustion engines|
|DE1153211B||Jan 30, 1957||Aug 22, 1963||Maschf Augsburg Nuernberg Ag||Brennstoffeinspritzanlage fuer Brennkraft-maschinen|
|DE9421142U1||Jun 8, 1994||Aug 24, 1995||Georgsdorf Kraft Herbert||Kraftstoffleitungssystem für Dieselmotore, insbesondere für Winterbetrieb|
|EP0488431A2||Aug 31, 1991||Jun 3, 1992||Giuseppe Mignone||Internal combustion engine with variable combustion chamber|
|EP0603961A1||Dec 17, 1993||Jun 29, 1994||Malanima, Giovanni||Reciprocating internal combustion engine with a movable head|
|EP1106802A1||Jun 14, 2000||Jun 13, 2001||Isuzu Motors Limited||V-engine cooling device|
|JP2001042577A||Title not available|
|WO2002008591A1||Jun 29, 2001||Jan 31, 2002||Deltahawk, Inc.||Internal combustion engine|
|1||Notice of Allowance dated Nov. 27, 2007 from U.S. Appl. No. 11/498,913.|
|2||Office Action dated Apr. 19, 2007 from U.S. Appl. No. 11/498913.|
|3||Preliminary Amandement submitted Aug. 3, 2006 from U.S. Appl. No. 11/498913.|
|4||Provisional Application 60/220,787, filed Jul. 25, 2000, inventor Doers.|
|5||Response to Office Action of Apr. 19, 2007 from U.S. Appl. No. 11/498,913.|
|6||Utility Application 10/540,049, filed Jun. 22, 2005, inventor Doers et al.|
|7||Utility Application 11/498,913, filed Aug. 3, 2006, inventor Doers et al.|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US8544450 *||Oct 14, 2009||Oct 1, 2013||Southwest Research Institute||Cylinder head sleeve for a fuel injector or ignitor of an engine|
|US8899207||Oct 14, 2009||Dec 2, 2014||Southwest Research Institute||Cylinder head for an engine|
|US20110083622 *||Apr 14, 2011||Southwest Research Institute||Cylinder Head Sleeve For A Fuel Injector Or Ignitor Of An Engine|
|US20110083624 *||Oct 14, 2009||Apr 14, 2011||Southwest Research Institute||Cylinder Head For An Engine|
|U.S. Classification||123/41.31, 123/41.1, 123/514, 123/541|
|International Classification||F01P7/16, F02B61/04, F02F1/38, F02B3/06, F01P3/02, F02B75/02, F01P1/06, F02M15/00|
|Cooperative Classification||F02B2075/025, F02B75/22, F02F7/0012, F02B61/04, F02B3/06, F02D33/006, F02M55/002, F02M37/0052, F02B75/36, F02F1/38, F01P3/02, F01P7/165, F02F1/24, F02M53/043|
|European Classification||F02M53/04C, F02D33/00B2, F02F1/38, F02B75/22, F01P7/16D, F02F7/00A4, F02M37/00L2, F02B61/04, F02F1/24, F02M55/00C|
|Sep 25, 2006||AS||Assignment|
Owner name: RACINE COUNTY ECONOMIC DEVELOPMENT CORPORATION,WIS
Free format text: SECURITY INTEREST;ASSIGNOR:DELTAHAWK ENGINES, INC.;REEL/FRAME:018323/0759
Effective date: 20060915
|Sep 27, 2006||AS||Assignment|
Owner name: DELTAHAWK ENGINES, INC.,WISCONSIN
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:DELTAHAWK, INC.;REEL/FRAME:018303/0884
Effective date: 20060801
|Mar 23, 2011||FPAY||Fee payment|
Year of fee payment: 8
|Oct 25, 2011||AS||Assignment|
Owner name: RCI FIRSTPATHWAY CITIZENSHIP INVESTMENT FUND LLC,
Free format text: SECURITY AGREEMENT;ASSIGNORS:DELTAHAWK ENGINES, INC.;DELTAHAWK, INC.;REEL/FRAME:027240/0823
Effective date: 20110722
|May 1, 2015||REMI||Maintenance fee reminder mailed|
|Sep 14, 2015||SULP||Surcharge for late payment|
Year of fee payment: 11
|Sep 14, 2015||FPAY||Fee payment|
Year of fee payment: 12