EP0100713A1 - Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer - Google Patents

Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer Download PDF

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Publication number
EP0100713A1
EP0100713A1 EP83401495A EP83401495A EP0100713A1 EP 0100713 A1 EP0100713 A1 EP 0100713A1 EP 83401495 A EP83401495 A EP 83401495A EP 83401495 A EP83401495 A EP 83401495A EP 0100713 A1 EP0100713 A1 EP 0100713A1
Authority
EP
European Patent Office
Prior art keywords
plug
combustion chamber
engine
exhaust
seal
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.)
Granted
Application number
EP83401495A
Other languages
English (en)
French (fr)
Other versions
EP0100713B1 (de
Inventor
Guy Negre
Jean-Claude Fayard
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.)
NEGRE, GUY
Elf Antar France
Original Assignee
Elf France SA
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
Priority claimed from FR8213071A external-priority patent/FR2531139B1/fr
Priority claimed from FR8213072A external-priority patent/FR2531174A1/fr
Application filed by Elf France SA filed Critical Elf France SA
Priority to AT83401495T priority Critical patent/ATE23603T1/de
Publication of EP0100713A1 publication Critical patent/EP0100713A1/de
Application granted granted Critical
Publication of EP0100713B1 publication Critical patent/EP0100713B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/16—Sealing or packing arrangements specially therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to a device for controlling a gas circuit, in particular for the evacuation of exhaust gases from an engine operating according to the two-stroke cycle, as well as an engine equipped with this device and a sealing member for a rotary plug in particular for controlling the exhaust of engines with rotary distribution such as internal combustion engines according to the two or four stroke cycles with spark ignition or diesel.
  • One of the aims of the invention is to create a device making it possible to overcome these drawbacks, to improve the efficiency of two-stroke engines appreciably, to reduce the pollution which they cause, in particular by rejecting unburnt fuel and d oil, while remaining simple and economical to manufacture.
  • the plug is driven at an angular speed of rotation equal to half the angular speed of the engine crankshaft, or else the plug is driven in an alternating oscillating rotational movement at each revolution of the engine by a mechanical coupling means with the engine crankshaft such as a connecting rod, one end of which is rotated by the engine crankshaft, while the other is connected to the plug.
  • the valve or rotor preferably comprises at least one recess or an internal circuit surrounding its transverse channel for the circulation of a cooling fluid, in order to avoid seizing on contact with the ring. sealing subject to maximum exhaust gas pressure.
  • the section of the orifice formed in the sealing ring in contact with the plug equal to or less than the section of the outlet of the channel formed in this plug, in the bottom dead center position piston closing the combustion chamber, is placed substantially in the axis of the section of the orifice at the outlet of the plug channel.
  • the timing of the valve drive by the engine crankshaft is adjusted so that, when the combustion chamber is fully swept, the transverse channel closes to avoid losses of fresh gas to the exhaust.
  • the timing of the plug drive by the engine crankshaft is adjusted so that the transverse flow channel of the plug starts to open on the combustion chamber just before the intake light (s) is (are) discovery (s) by the piston arriving at bottom dead center and the connection of the combustion chamber with the transverse channel of the plug stops closing just after the intake port (s) have been covered by the piston going up towards its top dead center.
  • the longitudinal section of the exhaust circuit has the general shape of a convergent-divergent venturi reducing the pressure drop and / or the heat transfer of the exhaust gases which can, if necessary, thus discharge at a supersonic speed .
  • the neck of the venturi may be located substantially in the center of the transverse flow channel formed inside the plug or near one of the outlet edges of this channel.
  • the axis of the two orifices is placed substantially in the axis of the engine cylinder and opens out substantially at the center of the combustion chamber formed in the cylinder head or cylinder.
  • the axis of the two orifices is inclined relative to the axis of the engine cylinder and opens onto one side of the combustion chamber formed in the cylinder head. The angle of inclination of the two orifices can thus be between 0 and 60 ° to reserve a more favorable location for the spark plug, or for the injector in the case of diesel engines.
  • the internal combustion and two-cycle cycle engines comprising an exhaust or intake circuit opening onto the wall of each combustion chamber of the engine can be fitted with a rotary plug control device according to the invention, interposed on the circuit near the wall of the combustion chamber.
  • the exhaust or intake circuit and its rotating plug are made as a separate assembly which is then fixed to the cylinder head of the combustion chamber, or else the part of the exhaust or intake receiving the plug is manufactured as an integral part of the combustion chamber from its manufacture, for example by casting and / or machining in the mass in a single part or in several assembled parts.
  • French patent n ° 70 14.132 describes a sealing device forming an integral part of the combustion chamber and slidably mounted in a bore perpendicular to the distributor housing, thus achieving the intersection of two cylinders. The seal of the device is pressed against the rotary distributor by the pressure prevailing in the chamber, which allows a clearance of operation between the rotary distributor and the annular seal.
  • the sealing member according to the invention for a substantially cylindrical rotary plug crossed by at least one channel and to which an annular seal is applied, with an axis transverse to the axis of rotation of the plug, in particular for sealing an exhaust port of a combustion chamber of an internal combustion engine and in which the annular seal is guided axially in a leaktight manner by its movable outer surface in a bore and pressed against the plug by the pressure prevailing in the combustion chamber, is remarkable in that the contact zone between the plug and the seal is lubricated by an oil film maintained despite the pressure of the gases (from the combustion chamber) passing through the bushel.
  • edges of the joint form, at each end of the joint in contact with the plug, along a plane transverse to the axis of rotation of the plug, an end edge with an angle less than 90 °.
  • the end edge of the seal located on the side of the inlet in contact at the outlet of the channel formed in the plug with the annular seal, is provided with an inlet chamfer capable of forming an oil wedge which makes penetrate the oil film between the surfaces in contact with the plug and the annular seal.
  • the annular seal in its portion of smaller axial section, has an axial height close to 3 the minimum height ensuring the resistance to the pressure of the combustion chamber prevailing inside the seal, so to provide it with good elasticity when plating on the plug and to improve the behavior of the oil film.
  • the annular seal has in the axial direction a variable wall thickness whose inertia at the minimum section is determined to allow the deformation of the seal and its plating on the plug for small overpressures of the order of 0.1 to 1 bar while ensuring the resistance of the seal to bursting under the effect of the pressure of the combustion chamber and the maintenance of the oil film between the seal and the surface of the plug.
  • its outside diameter is between 4/7 and 6/7 of the outside diameter of the plug to achieve a good compromise between the central passage section of the seal, the contact surface with the plug suitable for improve the resistance of the oil film and the curvature of the contact zones with the plug at the edges of the joint along a plane transverse to the axis of rotation of the plug, this curvature being able to reduce the resistance of the oil film.
  • the engine shown schematically in Figures 1 to 5 includes elements well known in engines operating according to the two-stroke cycle.
  • a crankcase 1 contains an engine cylinder 2 and is connected to a cylinder head 3, cooled by a circulation of liquid like the cylinder 2, to close a combustion chamber 4 into which opens a spark plug 5 or, in the case of diesel engines, -a fuel injector.
  • the cylinder head 3 is shown in one piece with the engine crankcase 1, while in reality it is generally fixed by studs to the engine crankcase 1, while allowing the circulation of the coolant in a common cooling circuit 6 to housing 1 and to cylinder head 3.
  • a transfer chamber 7 which contains the crankshaft 8 of the engine connected to a connecting rod 9 and to the piston 10 movable in the cylinder 2.
  • This transfer chamber 7, of minimum volume compatible with the clearance of the crankshaft 8 and of the connecting rod 9, is connected, on the one hand, to an inlet light 11 connected to a filtered air intake, direct in the case of a diesel engine and via a carburetor 12 in the case a spark-ignition engine as shown in the figures and, on the other hand, transfer lights 13 which are more particularly visible in Figure 3 in the bottom dead center position of the piston 10.
  • the segments sealing 14 of the piston 10 reveal the openings 13 in the low position of the piston 10 to allow the admission of the carburetted gases, compressed in the transfer chamber 7, towards the combustion chamber 4 as shown in FIG. 3.
  • a scraper and distributor segment 15 placed on the. piston on the side opposite the piston head closing the combustion chamber 4, allows, from a relatively high position of the piston (in Figure 4, substantially from 2/3 of the stroke of the piston towards the top dead center) the gases aspirated to flow via the inlet lumen 11 into the transfer chamber 7 placed under vacuum by the rise of the piston 10.
  • the engine exhaust circuit is controlled in the cylinder head 3 by a rotary plug 16 rotating in a chamber formed by a bore 17 with the walls of which it is not in contact although its external cylindrical surface is in the immediate vicinity of the bore wall.
  • This plug 16 is rotated by any means, such as a gear train or a chain or a toothed belt, at an angular speed half that of the crankshaft 8 of the engine and rotates around an axis 18 perpendicular to the cylinder axis 2.
  • the plug 16 has a transverse channel-19 which, during the rotation of the plug, alternately opens, on one side, on an orifice 20 connected to the combustion chamber 4 and, the other side, on an orifice 21 connected to the exhaust of the burnt gases to the outside by any suitable means such as an exhaust.
  • the tightness of the plug 16 in the direction of the combustion chamber where very high pressures prevail after the ignition of the fuel mixture (50 to 60 bars for a two-stroke engine with carburetor but up to 160 bars for certain supercharged diesel engines) is ensured by a metal sealing ring 22 movable in a bore 23 open on the combustion chamber 4.
  • the sealing of the ring 22 in the bore 23 is ensured by at least one segment 24 and the stroke of the ring 22 towards the combustion chamber 4 is limited by a retaining shoulder 25.
  • the sealing ring which has a front sealing surface 26 combined with that of the cylindrical surface of the plug 16, is pressed against the plug 16 by the pressure prevailing in the combustion chamber 4 and acting on its annular section against the pressure prevailing in the bore 17 and only slightly higher than atmospheric pressure.
  • the axis of the orifices 20 and 21 is placed in the figures substantially in the axis of the cylinder 2 but it can also be inclined to provide a more advantageous arrangement of the spark plug 5 and allow the use of a combustion chamber 4 wedge ensuring greater turbulence of compressed gases and better propagation of the ignition flame.
  • the bore 23 for guiding the sealing ring generally has a cross section greater than that of the exhaust orifice 21 to ensure a minimum cross section of the orifice 20 connected to the combustion chamber 4 and to ensure sufficient lubrication in contact with the ring 22 and the plug 16.
  • the lubrication of the contact between the ring 22 and the rotary plug 16 can only be maintained by vigorously cooling the plug 16 by a circulation of liquid cooling through recesses 27 of the plug and connected to the cylinder head 3 by suitable seals adapted to the position of the guide bearings of the valve 16 in the cylinder head 3.
  • FIGS. 1 to 4 The operation of the device for controlling the evacuation of exhaust gases will now be explained with reference to FIGS. 1 to 4, on which we have not reported all the references appearing in FIG. 1 and which relate to parts or parts which are found in each of the figures.
  • FIG. 2 represents the instant when the inlet edge A of the cylindrical channel 19 comes to open on the orifice 20 before the gun segment 14a opens the communication between the lights 13 and the combustion chamber 4.
  • the exhaust orifices 20, .19, 21 are arranged in the cylinder 2 opposite the intake ports 13 and that the fresh gases discharged through the ports 13 in slight overpressure can push the burnt gases in front of them towards the exhaust.
  • This "unmixed" discharge effect of the exhaust gases is further reinforced by the vacuum effect on the exhaust gases caused by certain exhaust circuits with natural frequency tuned to the engine rotation frequency.
  • the scraper segment 15 has just discovered the inlet lumen 11 which connects the carburetor 12 to the transfer chamber 7 in slight depression under the effect of the rise of the piston 10 towards top dead center. While the piston 10 continues to climb towards top dead center, the vacuum in the transfer chamber 7 is maintained despite the supply of fresh gas and the inertia of the gas column between the carburetor 12 and the transfer chamber 7 allows the continued filling of the chamber 7 by a mechanical hysteresis effect until the moment when, after the top dead center of the piston 10 and the ignition of the compressed fuel mixture in the combustion chamber 4, the piston 10 descends and again closes by the scraper segment 15 the inlet 11, according to the position shown in Figure 1.
  • the plug 16 is driven in an oscillating rotational movement synchronized with the rotation of the crankshaft 8 of the engine using a connecting rod 30 coupled to the crankshaft 8 by a pulley or intermediate wheel 31 mechanically connected to this crankshaft 8 by a chain or a toothed belt 32.
  • the connecting rod 30 is coupled by crank pins at each of its ends, respectively to the pulley 31 and to the bushel 16 which can thus remain in the maximum open position for a much longer period due to the passage in the top dead center of the crank pin of the connecting rod 30 coupled to the pulley 31 when the channel 19 is opened wide on the chamber combustion 4.
  • the longitudinal section of the channel 19, if necessary. coupled with the internal bore of the ring 22 and the section of the exhaust 21, has the general shape of a convergent-divergent venturi, the neck 33 of which is located here substantially in the center of this channel 19, but can be find in the vicinity of the outlet edges of this channel if the cross section of the exhaust circuit allows it.
  • the flow in the diverging part can reach supersonic speeds and the exhaust noise, heat transfers and pressure drops are significantly reduced whatever the exhaust pressure.
  • the exhaust control system which has just been described in combination with an internal combustion engine operating according to the two-stroke cycle could be applied to a 2- or 4-stroke engine to replace the exhaust valves. and / or air intake in the cylinders. It is also possible to use other adjustments to the position of the transverse channel 19 relative to the various positions of the piston 10.
  • This channel 19 could also consist of two relatively small section openings opening onto a central part. of larger section for producing an exhaust gas pre-expansion chamber in the plug 16.
  • the orifices 20 and 21 as well as the section of the channel 19 may have a circular shape but more advantageously the shape of a rectangle or a square (with truncated angles, for example).
  • the orifice 20 can open at any point on the wall of the combustion chamber 4 and can also constitute the admission of fresh gases into the combustion chamber 4.
  • the intake ports can be supplied by any means other than the overpressure in the transfer chamber 7 which can itself be force-fed with compressed air by the compressor of a turbocharger or a vane pump.
  • An important advantage of the arrangements according to the invention lies in the fact that the sealing ring 22 is applied to the plug 16 by the single pressure prevailing in the combustion chamber 4 which, for engines with high compression such as diesel engines can, at the top dead center of the piston 10, be reduced to the interior space of the ring 22, the fuel injection being effected by means of an injector delivering a sheet of pulverized fuel substantially parallel to the upper surface of the piston 10 or at the inlet section of the ring 22 on the side of the combustion chamber 4.
  • the connecting rod 30 in FIG. 5 could be connected directly to the pulley or crankshaft wheel 34.
  • the channel 19 could also, in certain versions, be replaced by a lateral notch formed on the side of the plug 16 and putting in communication a lateral exhaust 21 with the combustion chamber 4 and alternatively if necessary, with the intake of fresh gas.
  • the rotary distributor 101 in the form of a plug ( Figure 6) is supported by bearings or plain bearings and rotates inside the bore 102 of a housing or stator 10la with an operating clearance preventing any contact with the walls of the bore despite the differential expansions that the passage of hot gases can cause.
  • the direction of rotation of the rotor is indicated by an arrow in the vicinity of the periphery of the distributor 101.
  • the sealing element according to the invention is produced in such a way that its inertia at its minimum section, along the cutting plane 108 (see FIG. 7), allows it great flexibility so that, as soon as the application of even low gas pressure (start of engine compression) in the combustion chamber 104, the radius of curvature OB of the element can conform to the radius of curvature 0A of the distributor by bending of element 103 even for significant differences between these two rays OA and OB and ensure permanent contact allowing sealing.
  • FIG. 8 represents the deformation of the annular seal 103, mainly under the effect of the heating in friction contact with the distributor 101.
  • the radius of curvature OA of the distributor is greater than the radius of curvature OB of the sealing element.
  • the element 103 deforms outwards so that OA equals OB.
  • the radius of curvature of the distributor OA is smaller than the radius of curvature 0B of the element 103 which is not subjected to pressure.
  • the sealing element 103 is deflected inwards so that OA equals OB.
  • an initial radius of curvature OB when machining the sealing element ′, is preferably chosen which is smaller than the initial radius of curvature OA during the machining of the distributor 101.
  • the clearance between the sealing element 103 and its bore 105 must be sufficient to accept the deformations of conformability without jamming detrimental to the proper functioning and be chosen as a function of the in-depth study of all the scenarios that may be encountered in operation. .
  • various measures are applied to the annular seal 103 in order to maintain a continuous film of oil under the contact surface between the external cylindrical surface 115 of the distributor 101 and the mating surface 116 formed on the annular seal (FIGS. 7 to 9).
  • the minimum section 108 of the seal 103 is reduced to the lowest admissible height making it possible to withstand the stresses of the pressure prevailing in the passage 107a and which tends to cause the seal 103 to burst radially.
  • the thickness e of the seal 103 is between 1/10 and 1/8 of the outside diameter of the distributor 101 to achieve a good compromise between the pressure forces applied to the seal in the direction of the plug, the section of the seal applied to the plug via the oil film and the deformation of the seal due to the pressure of the gases from the combustion chamber passing through it.
  • the outside diameter of the element 103 and the bore 105 which guides it can be between 4/7 and 6/7 of the outside diameter of the plug 101 to achieve a good compromise between the central passage section of the seal, the surface contact with the valve capable of improving the resistance of the oil film and the curvature of the contact zones with the valve at the edges of the joint along a plane transverse to the axis of rotation of the valve, this curvature being capable of reducing the resistance oil film.
  • the element 103 may have an outside diameter very close to that of the bore 105 so that during its diametral swelling under the action of the pressure of the combustion chamber 104, it comes to bear on the wall of this bore which limits the risk of bursting.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP83401495A 1982-07-27 1983-07-20 Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer Expired EP0100713B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83401495T ATE23603T1 (de) 1982-07-27 1983-07-20 Dichtungselement fuer eine gaszyklusregelvorrichtung einer brennkammer.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8213071A FR2531139B1 (fr) 1982-07-27 1982-07-27 Dispositif de controle d'un circuit de gaz d'une chambre de combustion
FR8213072A FR2531174A1 (fr) 1982-07-27 1982-07-27 Element d'etancheite pour un boisseau rotatif
FR8213072 1982-07-27
FR8213071 1982-07-27

Publications (2)

Publication Number Publication Date
EP0100713A1 true EP0100713A1 (de) 1984-02-15
EP0100713B1 EP0100713B1 (de) 1986-11-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP83401495A Expired EP0100713B1 (de) 1982-07-27 1983-07-20 Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer

Country Status (4)

Country Link
US (1) US4506636A (de)
EP (1) EP0100713B1 (de)
BE (1) BE897345A (de)
DE (1) DE3367651D1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2559208A1 (fr) * 1984-02-03 1985-08-09 Elf France Dispositif de controle de l'echappement et/ou de l'admission des chambres de combustion de moteur a combustion interne
EP0152321A1 (de) * 1984-02-03 1985-08-21 Elf France Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine
FR2576060A2 (fr) * 1985-01-17 1986-07-18 Elf France Dispositif de controle de la circulation des gaz de et/ou vers une chambre de combustion de moteur a combustion interne
EP0406078A1 (de) * 1989-06-30 1991-01-02 Institut Français du Pétrole Zweiaktmotor mit Drehschiebern und Betrieb dieses Motors

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US4606309A (en) * 1982-07-27 1986-08-19 Elf France Device for controlling the combustion chambers exhaust and/or intake for internal combustion engines
DE3720084A1 (de) * 1986-06-25 1988-01-07 Volkswagen Ag Dichtungsanordnung fuer einen drehschieber
US4794895A (en) * 1986-06-25 1989-01-03 Volkswagen Ag Sealing arrangement for a rotary slide valve
GB2221954B (en) * 1988-08-16 1992-07-08 Austin Rover Group An internal combustion engine inlet manifold
IT1225433B (it) * 1988-10-26 1990-11-13 Giancarlo Brusutti Elemento di tenuta per distributore rotante di motori a combustione interna.
US4944262A (en) * 1989-04-05 1990-07-31 Inasa Automotive, Inc. Rotative combustion chamber engine
US5771849A (en) * 1995-09-15 1998-06-30 Hamy; Norbert Internal combustion engine with crankcase pressure barrier
US5967108A (en) 1996-09-11 1999-10-19 Kutlucinar; Iskender Rotary valve system
US6006714A (en) * 1997-05-13 1999-12-28 Griffin; Bill E. Self-sealing rotary aspiration system for internal combustion engines
DE29920719U1 (de) * 1999-11-25 2001-04-05 Dolmar GmbH, 22045 Hamburg Viertakt-Verbrennungsmotor mit Drehschiebersteuerung
DE10034679A1 (de) * 2000-07-17 2002-01-31 Bayerische Motoren Werke Ag Dichtungsanordnung für einen insbesondere zur Ladungssteuerung bei Brennkraftmaschinen dienenden Drehschieber
US7213546B2 (en) 2001-03-21 2007-05-08 Steven Vermeer Engine airflow management system
US6578538B2 (en) 2001-04-02 2003-06-17 O. Paul Trentham Rotary valve for piston engine
US6595177B1 (en) 2002-02-27 2003-07-22 Kramer Jewelers, Inc. #2 Rotary sleeve port for an internal combustion engine
ES2249068B1 (es) * 2002-06-10 2007-06-01 Antonio Ferreres Lopez Valvula de distribucion rotativa.
US6880511B1 (en) * 2003-10-27 2005-04-19 George J. Coates Valve seal assembly for rotary valve engine
WO2006069503A1 (fr) * 2004-12-31 2006-07-06 Yamin Liu Moteur a deux temps a chambres de combustion multiples
US7658169B2 (en) * 2005-03-09 2010-02-09 Zajac Optimum Output Motors, Inc. Internal combustion engine and method with improved combustion chamber
US8499727B1 (en) 2008-06-05 2013-08-06 Stuart B. Pett, Jr. Parallel cycle internal combustion engine
US8714119B2 (en) * 2008-06-05 2014-05-06 Stuart B. Pett, Jr. Parallel cycle internal combustion engine with double headed, double sided piston arrangement
EP2261470A1 (de) * 2009-06-08 2010-12-15 Léon Crosset Verbrennungsmotor mit sphärischem Drehventil
IT1401026B1 (it) * 2010-07-28 2013-07-12 E2F Di Esposti Federici Ettore Gruppo valvola di scarico per motore a due tempi, raffreddata con tenuta senza contatto e autopulente.
US10914205B2 (en) * 2017-03-14 2021-02-09 Onur Gurler Rotational valve for two stroke engine

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FR405464A (fr) * 1909-07-26 1909-12-31 Howard Earl Coffin Moteur à explosion
GB284649A (de) * 1927-02-02 1928-08-02 Jean Roger Goiot
GB613135A (en) * 1947-02-01 1948-11-23 Projects And Developments Ltd Improvements in sealing devices for rotary valves of internal combustion engines
FR2123968A5 (de) * 1971-02-05 1972-09-15 Negre Guy
FR2239896A5 (en) * 1970-04-20 1975-02-28 Negre Guy Expansion compensated rotary IC engine - has continuous clearance between rotor and stator at all temp
US4010727A (en) * 1973-09-07 1977-03-08 Michael Ellison Cross Internal combustion engine
FR2385017A1 (fr) * 1977-03-25 1978-10-20 Cross Mfg Co Soupape tournante

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FR340964A (fr) * 1904-03-04 1904-07-26 Henri Bidard Moteur à explosion à deux temps
US1671254A (en) * 1924-11-25 1928-05-29 Porter Engine Dev Inc Internal-combustion engine
US2322961A (en) * 1941-11-05 1943-06-29 Frank B Yingling Two-cycle engine
FR891926A (fr) * 1942-03-17 1944-03-23 Dispositif d'étanchéité pour tiroirs rotatifs
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Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR405464A (fr) * 1909-07-26 1909-12-31 Howard Earl Coffin Moteur à explosion
GB284649A (de) * 1927-02-02 1928-08-02 Jean Roger Goiot
GB613135A (en) * 1947-02-01 1948-11-23 Projects And Developments Ltd Improvements in sealing devices for rotary valves of internal combustion engines
FR2239896A5 (en) * 1970-04-20 1975-02-28 Negre Guy Expansion compensated rotary IC engine - has continuous clearance between rotor and stator at all temp
FR2123968A5 (de) * 1971-02-05 1972-09-15 Negre Guy
US4010727A (en) * 1973-09-07 1977-03-08 Michael Ellison Cross Internal combustion engine
FR2385017A1 (fr) * 1977-03-25 1978-10-20 Cross Mfg Co Soupape tournante

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2559208A1 (fr) * 1984-02-03 1985-08-09 Elf France Dispositif de controle de l'echappement et/ou de l'admission des chambres de combustion de moteur a combustion interne
EP0152321A1 (de) * 1984-02-03 1985-08-21 Elf France Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine
FR2576060A2 (fr) * 1985-01-17 1986-07-18 Elf France Dispositif de controle de la circulation des gaz de et/ou vers une chambre de combustion de moteur a combustion interne
EP0406078A1 (de) * 1989-06-30 1991-01-02 Institut Français du Pétrole Zweiaktmotor mit Drehschiebern und Betrieb dieses Motors
FR2649156A1 (fr) * 1989-06-30 1991-01-04 Inst Francais Du Petrole Moteur deux temps a boisseaux tournants et utilisations d'un tel moteur

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BE897345A (fr) 1984-01-20
US4506636A (en) 1985-03-26
DE3367651D1 (en) 1987-01-02
EP0100713B1 (de) 1986-11-12

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