EP0094932B1 - Moteur pourvu de cylindres a mouvement alternatif - Google Patents

Moteur pourvu de cylindres a mouvement alternatif Download PDF

Info

Publication number
EP0094932B1
EP0094932B1 EP82900175A EP82900175A EP0094932B1 EP 0094932 B1 EP0094932 B1 EP 0094932B1 EP 82900175 A EP82900175 A EP 82900175A EP 82900175 A EP82900175 A EP 82900175A EP 0094932 B1 EP0094932 B1 EP 0094932B1
Authority
EP
European Patent Office
Prior art keywords
reciprocating
cylinders
cylinder
pistons
crankshaft
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
Application number
EP82900175A
Other languages
German (de)
English (en)
Other versions
EP0094932A4 (fr
EP0094932A1 (fr
Inventor
Lloyd L. Grant
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.)
BALANCED FORCES ENGINES
Original Assignee
BALANCED FORCES ENGINES
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 BALANCED FORCES ENGINES filed Critical BALANCED FORCES ENGINES
Priority to AT82900175T priority Critical patent/ATE48181T1/de
Publication of EP0094932A1 publication Critical patent/EP0094932A1/fr
Publication of EP0094932A4 publication Critical patent/EP0094932A4/fr
Application granted granted Critical
Publication of EP0094932B1 publication Critical patent/EP0094932B1/fr
Expired legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/246—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • 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
    • F02B59/00—Internal-combustion aspects of other reciprocating-piston engines with movable, e.g. oscillating, 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
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an engine comprising:
  • tubular stems are being directed towards the crankshaft
  • the cylinders are further provided with tubular stems radially directed away from the crankshaft. They correspond with concentric cylindrical recesses which form a part of the housing of the engine.
  • the known engine has further disadvantages which may arise during use. Thermal problems are not solved at all.
  • the reciprocating pistons within the reciprocating cylinders produce heat losses which in the known engine is not transferred to the outside. The same is true for the arrangement of the reciprocating cylinders within the housing. Neither the pistons nor the cylinders are cooled so that the engine constantly becomes warmer and warmer during its use. It may be foreseen, that it runs only for a short time because of the accumulation of the heat within the cylinders in the housing.
  • the heads of the cylinders of the known engine are used in order to compress the air. Therefore, longitudinal loads are transferred to the housing.
  • the present invention has the object of providing a simply built engine for a longlife use, where especially the thermal problems are solved.
  • the engine utilizes all the horizontal movement from the pistons and cylinders in generating the rotational energy in the crankshaft.
  • the engine is running substantially vibration-free because no longitudinal loads are transferred to the housing.
  • the simplicity of the design of the engine helps to lower the manufacturing cost and also provides fuel efficiency.
  • the engine has few moving parts and eliminates the necessity of camshafts, cams, camshaft bearings, gears, timing chains, sprockets, valves etc.
  • the external blower serves several purposes. It provides a constant supply of air for the combustion process. It smoothes the rotational movement of the engine, because it constantly pumps air to the air inlet ports. Finally, the external blower cools down the pistons as well as the cylinders.
  • combustion chamber is provided with insulating materials thereby proventing heat losses to the outside of same.
  • the US-A-2 067 496 shows an engine with reciprocating pistons and cylinders, which are arranged side by side.
  • the known engine is not vibration-free and provides major problems because of the heat losses within the combustion chamber.
  • the air inlet ports are arranged at an angle approaching a tangent to the cylinders in order to improve the cooling effect of the air.
  • Fig. 1 a cutaway side view of the diesel engine (10) is illustrated.
  • the engine (10) in the preferred embodiment is designed to be used in association with an automobile. However, the engine (10) may be adapted to power a number of uses.
  • thefuel injection pump (12) is secured to the fuel pump support plate (14).
  • Thefuel injection pump is driven off the front end of the crankshaft.
  • the fuel pump support plate (14) is in turn secured to the fuel pump support walls (16) which are in turn secured to the crankcase (18).
  • the combination of fuel pump support plate (14) and walls (16) securethefuel injection pump (12)tothe crankcase (18).
  • crankcase bearing retainer (20) Within the crankcase (18) is the crankcase bearing retainer (20).
  • the crankcase bearing retainer (20) houses the crankshaft main bearing (22).
  • the crankshaft main bearing (22) in turn houses the crankshaft (24).
  • the crankcase bearing retainer (20) surround crankshaft (24).
  • the outer cylinder (30) is constructed of a surrounding wall (32) and an inner wall (34).
  • the surrounding wall (32) and inner wall (34) form water jacket compartments (36).
  • the engine (10) is water cooled. However, the engine can alternately be air cooled.
  • the inner wall (34) of the outer cylinder (30) has a series of air inlets (42) and (44) in close proximity to the air chamber end walls (38) and (40) respectively.
  • Water jacket compartment walls (46) and (48) which are secured between the surrounding wall (32) and inner wall (34) form air jackets (50) and (52).
  • Air jacket (50) is formed adjacent to air chamber end wall (38) while air jacket (52) is formed adjacent to air chamber end wall (40)
  • a portion of the inner wall (34) is not cut away thus illustrating the air inlets (42) position in relation to the inner wall (34) and the surrounding air jackets (50) and (52).
  • the series of air inlets are set in a position directly in-line with the orifices (54) and (56) of the air blower lines (58) and (60).
  • the air passes into air jackets (50) and (52) and subsequently through their inlets (42) and (44), and subsequently into air chambers (62) and (64) or combustion chambers (66) and (68) depending on the position of the reciprocating cylinders (70) and (72).
  • exhaust ports (74) and (76) are positioned on the outer cylinder (30) to correspond properly with the strokes of the reciprocating cylinders (70) and (72).
  • the configuration of the exhaust ports (74) and (76) are illustrated in Fig. 4. Since their configuration are identical only one port is illustrated.
  • the exhaust port (74) has a surrounding wall (78) which defines the dimension of the exhaust port (74). As set forth in Fig. 4, the exhaust port surrounding wall (78) is slanted in a funnel-like configuration. It allows the entrapment of exhaust gases from a number of exhaust ports (80) and (82) positioned on the reciprocating cylinders (70) and (72).
  • the exhaust ports (80) and (82) are positioned about a portion of the circumference of their respective reciprocating cylinders.
  • the exhaust ports (80) and (82) cover a partial diameter of the reciprocating cylinder equivalent to the inner orifice (84) of both the exhaust ports (80) and (82).
  • the water jacket compartment (36) is interrupted by the exhaust ports (74) and (76) but nevertheless partially abuts the surrounding wall of the exhaust port (78).
  • the cylinder (70) is shown in detail in Fig. 5.
  • the configuration of the reciprocating cylinders (70) and (72) are identical and, therefore, only reciprocating cylinder (70) is discussed in detail.
  • the outer reciprocating cylinder projection (88) of the reciprocating cylinder (70) is surrounded by outer cylindrical projection rings (90).
  • the reciprocating cylinder end is open for a slight distance until meeting the compression wall.
  • the reciprocating cylinder (70) is open and hollow until the inner diameter of the reciprocating cylinder (94) is closed by the inner compression walls (96) and (98).
  • the configuration of the compression walls (96) and (98) are fully shown in Fig. 1, and are positioned at right angles with the inner walls (34) and cover the entire inner diameter of the reciprocating cylinder (94).
  • FIG. 1 and Fig. 5 Also illustrated in Fig. 1 and Fig. 5 are reciprocating cylinder intake ports (100) and (102) which are positioned in the close proximity of the reciprocating cylinder end (92). At the outer edge of the fuel injection intake port (104) the compression wall (96) is secured. Ring set (106) circumferences the reciprocating cylinder (70) immediately inward of the reciprocating cylinder intake port (100).
  • additional oil control ring set (108) circumferences the reciprocating cylinder (70) between the ring set (106) and the exhaust port (80) of the reciprocating cylinder (70).
  • the inner oil control ring set (110) serves two purposes: first it keeps oil from filtering down into the crankcase (18); and second, it keeps oil from filtering into the intake ports (100).
  • the reciprocating cylinders (70) and (72) have forward flanges (112) and (114) which slant from approximately the outer diameter of the reciprocating cylinders (70) and (72) to approximately 1/8 of the diameter of the reciprocating cylinders (70) and (72).
  • the forward flanges (112) and (114) are positioned allowing a U-shaped cut-out (116) over the flanges (112) and (114).
  • the reciprocating cylinders (70) and (72) are secured to scotch yokes (118) and (120).
  • Fig. 1 it can be seen that one forward flange (122) of the reciprocating cylinder forward flange (112) is secured to scotch yoke (118) and the remaining forward flange (124) of the reciprocating cylinder forward flange (112) is secured to scotch yoke (120).
  • reciprocating cylinder (72) is also secured to both scotch yoke (118) and scotch yoke (120).
  • inner pistons (126) and (128) Housed within the reciprocating cylinders (70) and (72) are inner pistons (126) and (128). At the end of each of the inner pistons (126) and (128) are heads (130) and (132). The piston heads (130) and (132) have within them (134) and (136) which provides oil cooling of the pistons. At the extreme edge of the heads (130) and (132) are compression surfaces (138) and (140). Immediately behind the compression surfaces (138) and (140) are inner piston rings (142) and (144). Securing the piston heads (130) and (132) to the scotch yoke (146) are piston rods (148) and (150).
  • piston rods (148) and (150) are conventionally secured to the scotch yoke (146) by bolts (152) and (154).
  • the reciprocating cylinders (70) and (72) are affixed to scotch yokes (118) and (120) only, while the inner pistons (126) and (128) are affixed the scotch yoke (145) only.
  • the scotch yokes (118), (120) and (146) house scotch blocks (156), (158) and (160).
  • the scotch blocks (156), (158) and (160) slide vertically up and down corresponding to the horizontal movements of the reciprocating cylinders (70) and (72) and inner pistons (126) and (128).
  • the scotch blocks (156), (158) and (160) surround respective crank throws (162), (164) and (166) as illustrated in Fig. 7.
  • the crank throws (162) and (164) are those surrounded by scotch blocks (156) and (158) housed within scotch yokes (118) and (120).
  • the scotch yokes (118) and (120) are attached to reciprocating cylinders (70) and (72) and are, thus, powered by the horizontal back and forth movements of the reciprocating cylinders (70) and (72).
  • crank throws are situated to power the crankshaft.
  • the reciprocating cylinders (70) and (72) it is desirable for the reciprocating cylinders (70) and (72) to move approximately one-half the horizontal distance of the inner pistons (126) and (128).
  • the reciprocating cylinder crank throws (162) and (164) are one-half of the distance of the crank throw (166) of the inner pistons (126) and (128).
  • the crank throws (162) and (164) of the reciprocating cylinders are two inches in diameter whereas the crank throw (166) of the inner piston is four inches in diameter.
  • crank throws (162) and (164) are 180° apart.
  • the scotch yoke (118) is slanted the required number of degrees.
  • scotch yoke (118) is slanted approximately 10°. The same effect can be established by offset crankshaft throws.
  • the scotch blocks (156), (158) and (160) are kept within the scotch yokes (118), (120) and (146) by scotch yoke guides (162) formed within the scotch blocks.
  • crankthrow extension (170) Affixed to the crankthrow (164) is cylindrical crankthrow extension (170).
  • the cylindrical crankthrow extension (170) is secured to the fly-wheel (172).
  • Affixed to the crankthrow (162) is cylindrical crankthrow extension (174), which is in turn affixed to the crankshaft (24).
  • Crankthrow (166) is secured to crankthrows (162) and (164) by crankthrow walls (174) and (176).
  • the engine (10) has an oil lubrication system. Surrounding the crankshaft (24) within the crankcase (18) is the oil supply chamber (178). Oil is supplied to the oil supply chamber (178) by the means of a vane oil pump (180). Cooling oil enters the crankthrow (162) through oil duct (182). Oil duct (182) extends into crankthrow (162) whereupon oil duct (182) interests crankthrow extension oil duct (184) which supplies pressure fed oil to the surface of crankthrow (162) lubricating the movement of the crankthrow (162).
  • crankthrow extension oil duct (188) supplies pressure fed oil to the surface of the crankthrow (166) lubricating the movement of the crankthrow (166).
  • crankthrow extension oil duct (192) supplies pressure fed oil to the surface of the crankbrow (164) lubricating the movement of the crankbrow (164).
  • Cooling oil movement is also facilitated through inner pistons (126) and (128).
  • oil duct (194) allows oil to move from the crankshaft into piston head cavity (136).
  • Oil duct (196) allows oil to exit from the piston head cavity (136).
  • oil duct (198) allows oil to move from the crankshaft into the piston head cavity (134).
  • Oil duct (200) allows oil to exit from the piston head cavity (134).
  • ring oil lines (202) and (204) supply oil lubricating to the rings of the reciprocating cylinders.
  • Ring oil exit lines (206) and (208) provide for the exit of oil from the rings of the reciprocating cylinders to the oil pan (210).
  • the reciprocating cylinder intake port (102) becomes aligned with the air blower line (60) of the air pump (212). It is also important to note that the reciprocating cylinder exhaust port (82) aligns with the exhaust port (76) of the outer cylinder (30) prior to the alignment of the reciprocating intake port (102) with the air blower line (60). Thus, air above atmospheric pressure blows into the chamber (214) formed between the reciprocating cylinder (72) and the inner piston (128).
  • the reciprocating cylinder (70) and inner piston (126) are in a compression cycle.
  • the reciprocating cylinder (70) has moved away from the air chamber end wall (38) of the outer cylinder (30) thereby bringing the fuel injection nozzle (216) in alignment with the reciprocating cylinder intake port (100).
  • the fuel injection pump (220) is properly lined such that when the reciprocating cylinder intake port (100) is aligned with the fuel injection nozzle (216), fuel will be fed into the combustion chamber (66) which is formed by the compression wall (96) and the compression surface (138) of the inner piston (126).
  • the reciprocating cylinder (70) moves towards the inner piston (126) the reciprocating cylinder intake port (100) closes.
  • the compression chamber (66) becomes smaller causing high pressure in compression chamber (66).
  • the fuel injection pump (220) is timed in order to inject fuel immediately proceeding the highest pressure in the compression chamber (66).
  • reciprocating cylinder (70) When reciprocating cylinder (70) is moving toward the inner piston (126), the reciprocating cylinder (70) is pushing scotch yokes (118) and (120) towards the opposite end of the outer cylinder (30). This in turn is causing the scotch blocks (156) and (160) to be raised with a vertical component.
  • the scotch yoke (146) is moving with a horizontal component towards the reciprocating cylinder (70).
  • the scotch block (158) is moving with a downward vertical component.
  • the reciprocating cylinder (70) After combustion of the fuel-air mixture in the compression chamber (66), the reciprocating cylinder (70) reverses its direction and begins to pull on scotch yokes (118) and (120). The pulling on the scotch yokes (118) and (120) in turn pull on the reciprocating cylinder (72) and causes the reciprocating cylinder (72) to reverse its direction and move towards the inner piston (128). Also, after combustion has occurred in the compression chamber (66), the inner piston (126) is caused to change direction and it begins to push on scotch yoke (146). The change in direction of the inner piston (126) in turn causes the inner piston (128) to reverse its direction and move towards the reciprocating cylinder (72).
  • the reciprocating cylinder (72) moves towards the inner piston (128), it eventually brings the reciprocating cylinder intake port into alignment with fuel injection nozzle (218).
  • the fuel injection nozzle (218) is timed such that when the reciprocating cylinder intake port (102) comes into alignment with the fuel injection nozzle (218), fuel is introduced into the compression chamber (214).
  • the inner piston (128) has moved past the reciprocating cylinder exhaust port (82), closing the reciprocating cylinder exhaust port (82) and further the inner piston (128) is moving towards the compression wall (98) of the reciprocating cylinder (72) thereby narrowing the compression chamber (214).
  • the reciprocating cylinder (70) is pushing scotch yokes (118) and (120) in a horizontal movement towards the reciprocating cylinder (70).
  • This causes the scotch blocks (156) and (160) to move in a downward component.
  • the inner piston (128) is moving towards the reciprocating cylinder (72) and is, thus, pulling the scotch yoke (146) with a horizontal component towards reciprocating cylinder (72) thereby causing the scotch block (158) to have a vertical rising component.
  • the compression chamber (214) has sufficiently narrowed, an explosion occurs, and the directions of the reciprocating cylinder (72) and inner piston (128) reverse.
  • the inner piston (128) begins a horizontal movement towards the reciprocating cylinder (70) and the reciprocating cylinder (72) moves towards the air chamber end wall (40) thus reversing the horizontal components pushing and pulling the scotch yokes (118), (120) and (146) in opposite directions.
  • scotch yokes (118) and (120) are constructed at an approximate 10° angle from 90°. This has the added advantage of causing reciprocating cylinder intake ports (100) and (102) to stay open a few degrees longer which allow for a super charge of air.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Transmission Devices (AREA)
  • Valve Device For Special Equipments (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (7)

1. Moteur comprenant:
un corps (30, 32) présentant deux cavités espacées et opposées (34) de réception de cylindres et, entre elles, un carter (18), les axes longitudinaux des cavités (34) de réception des cylindres étant sensiblement alignés dans ledit corps, des lumières d'admission et d'échappement (42, 44, 74, 76) étant prévues;
un vilebrequin (24) s'étendant dans le carter (26) transversalement aux cavités de réception des cylindres;
deux cylindres allongés, creux, opposés (70,72) à mouvement alternatif présentant aussi des lumières d'admission et d'échappement (100, 102, 80, 82); chaque cylindre à mouvement alternatif ayant une extrémité accouplée au vilebrequin (24) par l'intermédiaire de joints à glissière (118,120) et l'autre extrémité en faisant saillie vers l'extérieur, l'extrémité en saillie de chaque cylindre à mouvement alternatif étant logée dans une cavité correspondante (34) de réception de cylindre, les cylindres (70, 72) à mouvement alternatif étant accouplés au vilebrequin (24) de manière qu'un mouvement longitudinal des cylindres (70, 72) à mouvement alternatif produise une rotation du vilebrequin (24);
deux pistons allongés (124,128), chaque piston étant monté dans un cylindre correspondant (70, 72) à mouvement alternatif afin d'effectuer un mouvement longitudinal dans ce cylindre, chaque piston (126, 128) formant une chambre de compression (66, 68) à l'intérieur du cylindre correspondant à mouvement alternatif lorsque le piston est adjacent à l'extrémité en saillie du cylindre à mouvement alternatif, les pistons étant accouplés au vilebrequin par l'intermédiaire d'un joint à glissière (145);
des moyens (12, 216) d'injection de carburant dans la chambre de combustion, se trouvant entre les cylindres (70, 72) à mouvement alternatif et les pistons (126, 128);
des moyens destinés à accoupler les pistons et les cylindres à mouvement alternatif au vilebrequin de manière que chaque cylindre (70, 72) à mouvement alternatif et chaque piston correspondant (126, 128) se déplacent alternativement l'un vers l'autre pour une compression de précombustion et à l'écart l'un de l'autre à la suite de la combustion afin qu'il en résulte une action continue à deux temps; et
des moyens (212) destinés à balayer l'air brûlé de l'intérieur des cylindres à mouvement alternatif,

caractérisé par les particularités suivantes:
(a) les cylindres (70, 72) à mouvement alternatif et les pistons (126, 128) à mouvement alternatif sont disposés à l'intérieur du corps (30, 32) pour y effectuer des mouvements longitudinaux afin de former un moteur (10) sensiblement sans vibrations, dans lequel aucune charge longitudinale n'est transmise au corps;
(b) un ventilateur extérieur (212) destiné à fournir de l'air et à refroidir la zone inférieure à la fois desdits piston (126, 128) et des cylindres (70, 72);
(c) ladite chambre de combustion étant munie de matériaux isolants, s'opposant ainsi à toute perte de chaleur vers l'extérieur des chambres de combustion (66, 68).
2. Moteur selon la revendication 1, dans lequel les moyens d'injection de carburant comprennent:
une pompe (12) d'injection de carburant;
des première et seconde conduites (202, 204) raccordées chacune à la pompe (12) d'injection de carburant;
des premier et second injecteurs (216, 218) raccordés respectivement aux première et seconde conduites (202, 204) et disposés à travers le cylindre extérieur de manière que, lorsque de l'air est fortement comprimé entre la premiere paroi de compression et le premier piston, du carburant soit injecté.
3. Moteur selon la revendication 2, dans lequel les joints à glissiere (118,120) d'un cylindre (70, 72) à mouvement alternatif sont inclinés d'environ 10 degrés par rapport au joint à glissière (145) du piston (126, 128) exécutant un mouvement alternatif dans ledit cylindre.
4. Moteur selon la revendication 1, dans lequel ladite chambre (66, 68) de combustion constitue une partie de la lumière d'échappement (80,82) et est isolée avec une céramique.
5. Moteur selon la revendication 1, dans lequel les pistons (126, 128) sont accouplés au vilebrequin (24) en un point décalé de plus de 180° par rapport aux cylindres (70, 72) à mouvement alternatif, afin de caler le mouvement longitudinal des cylindres (70, 72) à mouvement alternatif et des pistons de maniere que, pendant un mouvement des pistons (126, 128) vers le cylindre à mouvement alternatif, avant la combustion, la lumière d'échappement (80, 82) soit fermée avant la fermeture de la lumière d'admission (100, 102) pour suralimenter la chambre de compression.
6. Moteur selon la revendication 1, dans lequel les cylindres (70, 72) à mouvement alternatif et les pistons (126, 128) sont accouplés au vilebrequin (24) par l'intermédiaire de joints à glissière (118, 120, 145) de manière que des forces transmises au vilebrequin par les pistons soient égales et opposées aux forces transmises au vilebrequin (24) par les cylindres (70, 72) à mouvement alternatif.
7. Moteur selon la revendication 1, dans lequel lesdits orifices (100, 102) d'admission d'air sont disposés de façon à former un angle proche d'une tangente par rapport aux cylindres (70, 72).
EP82900175A 1981-11-25 1981-11-25 Moteur pourvu de cylindres a mouvement alternatif Expired EP0094932B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82900175T ATE48181T1 (de) 1981-11-25 1981-11-25 Brennkraftmaschine mit hin- und hergehendem zylinder.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1981/001570 WO1983001978A1 (fr) 1981-11-25 1981-11-25 Moteur diesel pourvu de cylindres a mouvement alternatif

Publications (3)

Publication Number Publication Date
EP0094932A1 EP0094932A1 (fr) 1983-11-30
EP0094932A4 EP0094932A4 (fr) 1984-03-26
EP0094932B1 true EP0094932B1 (fr) 1989-11-23

Family

ID=22161528

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82900175A Expired EP0094932B1 (fr) 1981-11-25 1981-11-25 Moteur pourvu de cylindres a mouvement alternatif

Country Status (11)

Country Link
EP (1) EP0094932B1 (fr)
JP (1) JPS58502012A (fr)
AT (1) ATE48181T1 (fr)
AU (1) AU559072B2 (fr)
BR (1) BR8109049A (fr)
DE (1) DE3177125D1 (fr)
DK (1) DK336283A (fr)
FI (1) FI79386C (fr)
IN (1) IN159158B (fr)
NO (1) NO832697L (fr)
WO (1) WO1983001978A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102061992A (zh) 2003-11-26 2011-05-18 格雷登·奥伯瑞·谢佛德 往复式发动机
DE102007007241A1 (de) * 2007-02-14 2008-08-28 Hermann Bergmann Dieselmotor mit erhöhtem Wirkungsgrad

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2067496A (en) * 1932-06-04 1937-01-12 John J Mccarthy Internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB280008A (en) * 1926-10-06 1927-11-10 William Allan Improvements in two stroke cycle internal combustion engines
US1844478A (en) * 1928-04-26 1932-02-09 Frank J Omo Internal combustion engine
US2132802A (en) * 1937-07-21 1938-10-11 Jefferson F Pierce Internal combustion engine
US2184820A (en) * 1938-08-23 1939-12-26 Tucker Emmitt Marcus Internal combustion engine
US4074671A (en) * 1974-10-31 1978-02-21 Pennila Simo A O Thin and low specific heat ceramic coating and method for increasing operating efficiency of internal combustion engines
GB1502171A (en) * 1975-01-03 1978-02-22 Direct Power Ltd Opposed piston internal combustion engines

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2067496A (en) * 1932-06-04 1937-01-12 John J Mccarthy Internal combustion engine

Also Published As

Publication number Publication date
AU559072B2 (en) 1987-02-19
DE3177125D1 (en) 1989-12-28
EP0094932A4 (fr) 1984-03-26
JPS58502012A (ja) 1983-11-24
FI79386B (fi) 1989-08-31
AU7935582A (en) 1983-06-17
ATE48181T1 (de) 1989-12-15
DK336283D0 (da) 1983-07-22
EP0094932A1 (fr) 1983-11-30
DK336283A (da) 1983-07-22
NO832697L (no) 1983-07-25
FI79386C (fi) 1989-12-11
FI832688A0 (fi) 1983-07-25
IN159158B (fr) 1987-04-04
BR8109049A (pt) 1983-12-27
WO1983001978A1 (fr) 1983-06-09
FI832688A (fi) 1983-07-25

Similar Documents

Publication Publication Date Title
US4977864A (en) Diesel engine
US20090151663A1 (en) Two-stroke internal combustion engine with two opposed pistons per cylinder
US7104227B2 (en) Internal combustion engine machine incorporating significant improvements in power, efficiency and emissions control
CA1333260C (fr) Moteur a combustion interne
GB1147047A (en) A rotary-piston internal combustion engine
US2473936A (en) Internal-combustion engine
US3955544A (en) Internal combustion engine
US3182644A (en) Internal combustion engine
JPH01237301A (ja) パワートランスミッション装置
US7703422B2 (en) Internal combustion engine
KR20150132288A (ko) 개선된 대향 피스톤 엔진
EP0094932B1 (fr) Moteur pourvu de cylindres a mouvement alternatif
KR890002659B1 (ko) 복합피스톤을 갖는 2행정 디이젤 기관
US6148775A (en) Orbital internal combustion engine
US3968777A (en) Internal combustion engine
JPH07305636A (ja) オフセットエンジン
AU766571B2 (en) Z-engine
US6546901B2 (en) Two cycle internal combustion engine
CA1208566A (fr) Moteur a combustion interne
US3451382A (en) Engine
US3712276A (en) Engine and gas generator
RU2647011C1 (ru) Поршневая гибридная энергетическая машина объемного действия с уравновешенным приводом
RU2139431C1 (ru) Двигатель внутреннего сгорания
US2186400A (en) Internal combustion engine
CN1003878B (zh) 往复式内燃机

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT CH DE FR GB LI LU NL SE

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: GRANT ENGINE DESIGN AND SALES, INC.

17P Request for examination filed

Effective date: 19831209

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BALANCED FORCES ENGINES

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT CH DE FR GB LI LU NL SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Effective date: 19891123

Ref country code: LI

Effective date: 19891123

Ref country code: CH

Effective date: 19891123

Ref country code: AT

Effective date: 19891123

REF Corresponds to:

Ref document number: 48181

Country of ref document: AT

Date of ref document: 19891215

Kind code of ref document: T

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19891130

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19891130

Year of fee payment: 9

ET Fr: translation filed
REF Corresponds to:

Ref document number: 3177125

Country of ref document: DE

Date of ref document: 19891228

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19891229

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19900130

Year of fee payment: 9

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 19900522

Year of fee payment: 9

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19901125

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19901126

GBPC Gb: european patent ceased through non-payment of renewal fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19910731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19910801

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

EUG Se: european patent has lapsed

Ref document number: 82900175.9

Effective date: 19910705