EP0152321A1 - Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine - Google Patents

Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine Download PDF

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Publication number
EP0152321A1
EP0152321A1 EP85400107A EP85400107A EP0152321A1 EP 0152321 A1 EP0152321 A1 EP 0152321A1 EP 85400107 A EP85400107 A EP 85400107A EP 85400107 A EP85400107 A EP 85400107A EP 0152321 A1 EP0152321 A1 EP 0152321A1
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EP
European Patent Office
Prior art keywords
plug
combustion chamber
passage
intake
fuel
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
EP85400107A
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English (en)
French (fr)
Other versions
EP0152321B1 (de
Inventor
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.)
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 FR8410675A external-priority patent/FR2549490A1/fr
Priority claimed from FR8500637A external-priority patent/FR2576060B2/fr
Application filed by Elf France SA filed Critical Elf France SA
Priority to AT85400107T priority Critical patent/ATE30456T1/de
Publication of EP0152321A1 publication Critical patent/EP0152321A1/de
Application granted granted Critical
Publication of EP0152321B1 publication Critical patent/EP0152321B1/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
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/021—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with one rotary valve
    • F01L7/022—Cylindrical valves having one recess communicating successively with aligned inlet and exhaust ports
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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 present invention applies to a device for controlling the circulation of gases to and from a combustion chamber of an internal combustion engine, in particular of a two- or four-stroke cycle engine with reciprocating piston (s). ) or rotary (s), constituted by a plug or rotor comprising channels or a lateral cut defining respective transverse flow passages of exhaust or intake.
  • the plug performs a continuous rotary movement synchronized with the rotation of the engine around an axis parallel to the axis of rotation of the engine to carry out the successive phases of the engine cycle by connecting to the 'exhaust then, if necessary, at the intake a passage directly connected to the combustion chamber.
  • the plug is contained in a transverse bore into which opens the directly connected orifice. to the combustion chamber and the intake and / or exhaust ports connected respectively to an exhaust manifold.
  • the passage connected to the combustion chamber is arranged in a sealing ring housed in an applied bore, on the plug by a continuous sealing surface around the orifice connected directly to the combustion chamber, under the effect of the pressure prevailing in the combustion chamber, and surrounded by one or more sealing members such as segments, this ring which can slide in the bore and its stroke being limited, on one side, by the plug and, the other side, by a retaining shoulder.
  • Such combustion engines appear capable of delivering mass powers much higher than the known solutions and proven, in particular for small displacement engines, due to the absence of distribution parts subjected to an alternating movement generating a limit beat frequency.
  • the most decisive advantage of this type of distribution is the possibility of having exhaust and intake ducts twice the diameter of a conventional valve system, which allows better filling. and therefore a higher specific power.
  • One of the aims of the present invention is precisely to overcome these defects of rotary distribution combustion engines in order to allow the large passage sections offered by this type of their distribution to be used without risking rapid wear and fuel consumption. exaggerated.
  • the sealing ring is provided with means for injecting a lubricating and cooling fluid, such as oil, into the interface between the continuous sealing surface of the ring around the orifice and the external surface of the plug.
  • a lubricating and cooling fluid such as oil
  • the means for injecting the fluid preferably consist, on the one hand, of an annular inlet chamber delimited between the periphery of the sealing ring and its bore and axially limited at each end by a seal d sealing interposed between the outer surface of the sealing ring and the bore and, on the other hand, of at least one supply passage having an outlet opening opening in said interface between the continuous sealing surface and the outside surface of the plug.
  • At least the seal interposed between the outer surface of the sealing ring and its cooperating bore is then protected from the shot of the burnt gases of the combustion chamber by at least one protective segment interposed between the ring seal and its bore and between said seal and the combustion chamber.
  • the outlet opening of the supply passage may lead to a continuous annular distribution groove formed inside the contact surface of the sealing ring with the plug.
  • the fluid injection means comprise means for regulating the flow of fluid such as the pressure drop caused by the reduced section of the fluid supply passages or by another means of loss. such as a throttle therein.
  • the pressure drop means may consist of a porous annular cartridge opening onto said interface and interposed between this interface and at least one orifice for supplying the lubricating fluid under pressure and the cartridge is made of a material having good rubbing qualities with the outside surface of the plug, such as sintered bronze.
  • scrapers of the lubricating fluid injected into the interface are arranged around the intake orifice connecting the plug to the intake of combustion air and engine fuel, these scraping means being constituted by a sealing ring d intake arranged at the periphery of said intake orifice, coming into continuous support on the outer surface of the plug and capable of isolating the interior of the intake orifice from the interface between the plug and its bore to limit the entrainment of oil and / or liquid fuel on the surface of the plug in rotation.
  • the sealing ring is, on the one hand, made of a soft material having good rubbing qualities with the surface of the plug such as plastic and, on the other hand, permanently pushed back on the surface of the plug under a substantially constant pressure by a spring.
  • the plug has two separate inlet and outlet passages respectively which are capable of successively opening both, by rotation of the plug, on the side of the combustion chamber, on the ring of sealing and, on the side opposite the combustion chamber, on outlet orifices which are each offset on the axis of the plug relative to the sealing ring, so as to reduce the entrainment of fuel at the surface of the rotating bushel and fuel entrained on intake into the intake passage formed inside the valve.
  • the separate intake or exhaust passages of two neighboring combustion chambers are formed in the plug by opening onto an orifice for communication with the intake or the exhaust which is common to two adjacent combustion chambers so as to reduce the number of openings to be provided on the outside face of the plug.
  • the combustion chamber intake circuit includes means for removing fuel from the air drawn into the combustion chamber at the end of intake, in order to limit the amount of fuel introduced into the intake passage formed in the plug, and which has not entered the combustion chamber during the suction phase.
  • the abovementioned suppression means consist of stopping the injection of fuel clearly before the end of the suction phase.
  • the abovementioned suppression means are then preferably constituted by at least one auxiliary passage of air rich in fuel such as an emulsion, formed in the bushel and cylinder head the combustion chamber and the auxiliary passage leads to the interface between the plug and its bore at a point such that it is closed by the rotation of the plug before the main opening (s) admission does not the self.
  • an end part of at least one supply member for one of the combustion elements crosses in a sealed manner the cross section of the sealing ring to open into the passage which is connected to the combustion chamber, and the adjacent part of said end part is housed with annular clearance in a passage opening outwards from the wall of the cylinder head of the combustion engine.
  • This passage which is connected to the combustion chamber, then plays the role of the main part of the combustion chamber,
  • the passage giving rise to the annular clearance is traversed by a cooling fluid.
  • the refrigerant fluid consists of the lubricating and refrigerant fluid supplied by the injection means.
  • the passage giving rise to the annular clearance is extended towards the outside by an enlarged annular chamber, said annular chamber being closed by an elastic annular seal which is interposed between the inlet and the inner wall of said chamber and which delimits a cooling chamber through which the lubricating and refrigerant fluid supplied by the injection means.
  • This enlarged part allows a tool to access said supply member.
  • a rotary plug 1 for distributing the exhaust from a combustion chamber 2 of a heat engine is shown at the time when its internal exhaust channel 3 is opened wide on the combustion chamber 2.
  • the plug 1 turns, continuously and synchronously with the rotation of the engine, in a bore 4 and the channel exhaust 3 is connected to the combustion chamber 2 by a relatively large passage 5 formed in a sealing ring 6 which can slide freely in a bore 7 with an axis substantially parallel to that of the engine cylinder (not shown) or substantially perpendicular to the axis of rotation of the plug 1, so as to ensure good bearing of the contact surface of the ring 6 on the external surface 8 of the plug 1.
  • the contact surface 22 between the ring 6 and the plug 1 is established on a strip of small width along the general line of intersection of two cylinders (the outer surfaces of the plug 1 and the ring 6 of different diameters and substantially perpendicular and concurrent axes.
  • the sealing ring 6 which moves with gentle friction in its bore 7 is applied on the external surface of the plug 1 by the single pressure prevailing in the combustion chamber 2 and acting on its annular section, increased if necessary by the thrust of a spring with low reaction force such as an elastic washer.
  • this thrust spring (not shown) of the ring 6 on the plug 1 is not essential if there is only a slight clearance or interface i between the end 9 of the ring 6 of the side of the combustion chamber 2 and a retaining shoulder 10 formed at the end of the bore 7 receiving the ring 6.
  • the temperature being relatively high in the interface i because of the proximity of the chamber 2 combustion, the holding over time of a spring member is very random.
  • a gun sealing segment 11 is disposed in a known manner in this interface j and is worn by a groove 12 preferably formed in the ring 6. The segment 11 also prevents overheating of the interface j in the direction of the plug 1 and the formation in this interface of deposits which would end up blocking the ring 6 in its bore 7 .
  • the sealing ring 6. is provided with means for injecting a lubricating and cooling fluid, preferably oil.
  • engine lubrication system pressurized by the engine oil pump, in the interface e between the continuous sealing surface 22 (along the general line of orthogonal intersection of two cylinders of different diameters) around the orifice 3 formed in the plug 1 and the outer surface 8 of the plug 1.
  • the fluid injection means comprise a line 13 for supplying pressurized oil usually connected to the engine lubrication pump and opening onto an annular distribution chamber 14, delimited in the interface j between the periphery of the ring 6 and its bore 7 for example using a circular groove 15 formed at the periphery of the sealing ring 6.
  • the chamber 14 can be traversed by a large flow of pressurized oil going to another member to be lubricated or discharged by an outlet pipe 16.
  • the chamber 14 is delimited in the interface j by two seals annular seals 17 and 18 disposed respectively on the side of the combustion chamber 2 and on the side of the plug 1.
  • the annular seals 17 and 18 are preferably made of a resistant elastomeric material for seal housed by elasticity in grooves ring are formed at the outer surface of the ring 6 as the p d blow fire segment 11 and the flow of the oil protect against excessive temperature.
  • the oil distribution chamber 14 is connected to the interface e between the sealing surface of the ring 3 and the external surface 8 of the plug 1 by supply passages 19 made, preferably, by a longitudinal bore. in the thickness of the ring, connected to a transverse bore 20 from the bottom of the circular groove 15.
  • the supply passages 19 can lead to the interface e directly by an outlet chamfer or else in an annular groove continuous distribution 21 formed inside the contact or sealing surface 22 of the ring 6, this in order to better distribute the oil in the interface e.
  • the channel 6 formed inside the rotary valve 1 can be a channel for the admission of fresh gases (normally pressurized air or at atmospheric pressure) fueled or not, or else an exhaust channel combustion gases as described above and that the channel 3 can be replaced, as will be seen later, by a lateral notch successively filling, during the rotation of the plug, the intake passage functions then exhaust.
  • the device for controlling the circulation of gases from and / or to an engine combustion chamber As shown in FIG. 1 will now be explained.
  • the engine As soon as the engine is set in rotation, it drives the plug 1 in synchronous rotation and it generates an oil pressure which is transmitted to the distribution chamber 14 and to the annular groove 21 to cause a thin blade of oil to flow between the sealing surface 22 of the ring 6 and the movable outer surface 8 of the plug 1.
  • the friction hysteresis of the gun segment 11 of the ring 6 on the plug 1 maintains an effort of significant residual application of the ring 6 on the plug 1.
  • This residual force limits oil leaks between the sealing surface 22 and the surface 8 of the plug at a rate just sufficient to ensure a continuous film of oil between the surface 8 of the bushel 1 and its guide bore 4.
  • the wear of the sealing surface 22 of the ring 6 is reduced to a minimum value and the risks of seizure at high speed of the ring 6 on the plug 1 are deleted.
  • the temperature of the surface of the plug 1 (moreover generally cooled internally by a longitudinal circulation of water) is considerably reduced and the seal between the plug and its bore 4 is ensured by an oil wedge.
  • the circulation in diversion of the oil between the supply line 13 and the outlet line 16 provides vigorous cooling of the sealing ring 6 which could thus in some application cases be made of a relatively soft material of good rubbing quality such as molded plastic material with high resistance.
  • the sealing ring 6 as well as the plug 1 can be produced, preferably, in the different friction couples usually used in engines such as: cast iron / chrome, cast iron / cast iron, etc., but also in new composite materials , ceramics or other new products.
  • a calibrated orifice (not shown) can be placed on the inlet pipe 13 or on the supply passages 19 in order to limit the flow of oil escaping from the interface e when the pressure drop caused by the passages is insufficient to limit the oil leakage rate.
  • the sealing ring 6 can be made of porous sintered metal with a sealing plating on the surfaces which should not give rise to oil exudation, or else as shown in the figure.
  • an annular ring or cartridge 23 made of porous sintered metal, such as bronze, is introduced or molded in a blind housing 19a formed longitudinally in the sealing ring 6.
  • This porous ring 23 is connected by at least one lateral passage 20 to the oil pressure distribution chamber 14.
  • the porous ring 23 thus functions as a pressure drop and oil distribution member in the interface e and as a good-quality rubbing member reducing the friction between the ring 6 and the rotary plug 1.
  • This arrangement which appears suitable for cases where the speed of rotation of the plug 1 is moderate and where vigorous cooling of the sealing ring 6 is not required, reduces oil losses and is generally more economical to implement than the solution shown in Figure 1.
  • FIGS. 1 and 2 schematically show the most characteristic positions of a plug 1 provided, not with an internal channel, but with a notch 24 intended to ensure the distribution (suction and exhaust) of a combustion chamber 2 an internal combustion engine operating according to the four-stroke cycle.
  • the notch 24 connects the combustion chamber 2 of the engine (via a sealing ring of the type described in FIGS. 1 and 2 and not shown) to a suction pipe 25 provided with means introduction of fuel such as a carburetor or an injector, if the engine is running with a controlled ignition.
  • the plug 1 has turned counterclockwise and has closed both the suction pipe 25 and the exhaust pipe 26.
  • the notch 24 of the plug 1 delimits with the bore 4 for guiding the plug 1 a passage chamber 27 of a significant volume and which is then isolated from the intake and the exhaust.
  • the chamber 27 was filled during the intake phase with air relatively rich in fuel since it was sucked in after the walls of the suction pipe were saturated with liquid fuel.
  • the air rich in fuel contained in the passage chamber 27 is completely discharged to the exhaust 26, in particular as a result of the arrival of the puff of exhaust gas at the time of setting communications (not shown) of the combustion chamber 2 with the chamber 27 when the edge 28 of the notch 24 opens onto the passage 5 connected to the combustion chamber 2.
  • FIG. 4 shows, on a larger scale, a solution to reduce fuel and oil losses. Elements identical to those in FIGS. 1 to 3c are given the same reference numbers.
  • oil scraper means are arranged around the air intake orifice on the plug 1.
  • the scraper means are constituted by an intake sealing ring 29 permanently applied to the surface 8 of the plug 1 by a spring 30.
  • the fuel introduction means constituted here by a petrol injector 31 are adjusted so that the injection is cut off well before the end of the combustion air suction phase.
  • the sealing ring 29 housed in the cooled cylinder head 32 of the engine and traversed by fresh intake gases are not subjected to high temperatures or significant pressure differences (overpressures and depressions are less than 1 bar) and as a result it can be made of a good quality plastic irottante such as Teflon.
  • the operation of the embodiment shown in Figure 4 is described below.
  • the plug 1 rotates in synchronism with the motor and receives from the supply passages 19 and the distribution groove 21 an oil film which is driven on its surface 8.
  • the oil film formed in the interface between the plug and the bore 4 is stopped by the sealing ring 29 substantially of the same width as the main sealing ring 6.
  • the injection of fuel by the injector 31 begins as soon as the edge 28 of the notch 24 leads to the interior passage 33 of the suction ring 29 and stops well before the other edge 34 of the notch 24 reaches the right edge 35 of the passage 5 formed inside the ring 6 and does not cut off the intake.
  • the plug 1 has two separate inlet and outlet passages 36 and 37 respectively. Each of these two passages successively opens by rotation of the plug 1 on the side of the combustion chamber 2 on the ring d seal 6 and, on the opposite side, on orifices which are offset laterally with respect to the seal ring 6.
  • the intake passage 36 opens on one side of the cylinder head onto the suction pipe 25 surrounded by its suction ring 29.
  • the exhaust passage 37 opens onto the passage 5 inside the ring 6 and onto the exhaust pipe 26 offset along the axis of the plug 1 with respect to the sealing ring 6.
  • the passage chamber constituted by the suction pipe 36 or all the suction pipes 36-36a and 38 can trap air relatively rich in fuel but cannot be swept by the exhaust gases.
  • the fuel contained in the suction passage 36 inside the plug 1 therefore remains in place until this passage 36 again reaches the suction position in order to inject it into the combustion chamber 2.
  • the intake channel 25 shown in cross section at the Figure 8 and in longitudinal section in Figure 9 has two auxiliary passages 39 and 40 for supplying a fuel-rich mixture such as an air-gasoline emulsion obtained by injecting gasoline using an injector 31 (line 39 in Figure 9) or by an emulsion carburetor 41 (line 40 in Figure 9).
  • a fuel-rich mixture such as an air-gasoline emulsion obtained by injecting gasoline using an injector 31 (line 39 in Figure 9) or by an emulsion carburetor 41 (line 40 in Figure 9).
  • a single auxiliary duct 39 is sufficient to ensure the correct metering of the fuel.
  • FIGS 10 and 11 illustrate the mounting of a supply member connecting the combustion chamber 2 to the outside and such as a spark plug 47 used when the engine is an internal combustion engine with positive ignition.
  • a spark plug 47 used when the engine is an internal combustion engine with positive ignition.
  • the spark plug 42 may be replaced by a fuel injector or a glow plug.
  • the spark plug 42 is screwed into a thread 43 formed through a thin wall area 44 of the cylinder head 32 of the engine, so that its electrodes 45 (connected to the mass) and 46 protrude slightly inside the combustion chamber 2.
  • most of the combustion chamber near the top dead center of the piston is constituted by the passage 5 of relatively large dimension formed in the sealing ring 6.
  • the spark plug 42 is placed in the position shown in Figure 10, the ignition of the fuel mixture is relatively poor because it does not start in a central position relative to the main volume of the combustion chamber at top dead center.
  • FIG. 11 illustrates in section an arrangement of the spark plug 42 (or where appropriate of a fuel injector or of a heating plug) which overcomes the drawbacks of the mounting solution shown in FIG. 10.
  • L 'sealing ring 6 comprises between two supply passages 19 a thread 43 for receiving the end portion or base 47 of the spark plug 42 which, in the sealed mounting position through this thread crossing the cross section of the ring 6, projects by its electrodes 45 and 46 inside the passage 5 in the vicinity of the wall but substantially at the center of the main combustion chamber formed by this passage 5.
  • the spark plug rod 48 which constitutes the part adjacent to the base 47 crosses with play a relatively narrow passage 49 formed through the wall of the cylinder head 32.
  • the passage 49 is connected to the outside by a bore 50 of larger diameter forming a annular chamber 51 into which the outlet pipe 16 opens.
  • an elastic annular seal 53 is interposed between the wall of the bore 50 and the cylindrical insulator 52 of the outlet terminal 54 of the candle 42.
  • a large flow of oil preferably refrigerated beforehand, is brought in through line 13 and pressurizes the annular distribution chamber 14 to make it flow, via the inlet passages 19 , a low flow of lubricating oil in the interface e between the rotary plug 1 and the sealing surface 22 of the ring 6.
  • a greater flow of oil flows from the chamber 14 to the chamber 51 via the narrow passage 49.
  • This oil flow which is then evacuated to the tarpaulin, cools the ring 6 and the spark plug 42 by acting very effectively in the vicinity of the hottest part constituted by the base 47 and the electrodes.
  • the position of the ring 6, relative to the rotary plug 1, is likely to vary in service as a result of the expansion of the ring 6, variable axial and radial pressure forces on this ring 6 and especially wear progressive sealing surface 22 of this ring in frictional contact with the surface 8 of the rotor 1, this wear varying the clearance i.
  • the instantaneous (at each explosion) and progressive movements of the ring 6 do not disturb the sealing of the chamber 51 and the position of the spark plug in the cylinder head 32 thanks, on the one hand, to the play in the passage 49 and avoiding any contact between the cylinder head 32 and the spark plug rod 48 and, on the other hand, the elasticity of the annular seal 53 preferably made of an elastomeric material.
  • the fuel injector can advantageously be cooled while the glow plug does not have to be or must be as little as possible. , which can be done by placing it in an insulating envelope.
  • the mounting device assembly system shown in Figure 11 performs mechanical and vibration decoupling between, on the one hand the sealing ring 6 which delimits most of the combustion chamber at the top dead center of the piston and, on the other hand, the cylinder head 32. Thanks to the damping properties of the elastomer of the seal 53 and of the annular seals 17 and 18, not only the possible vibrations of the ring 6 cannot be transmitted to the cylinder head and vice versa but, in addition, these vibrations are damped at their critical frequency by the large mass of elastomer of the joint 53.
  • the spark plug 42 is mounted on the thread 43 of the ring 6 outside the refrigerant circuit passing through the annular chamber 14.
  • the chamber 14 is, by example, placed near the upper end (in the drawing) of the ring 6 and in the vicinity of the interface e, the spark plug base 47 being placed either in the vicinity of the middle of the height of the ring 6 , which is closer to combustion chamber 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP19850400107 1984-02-03 1985-01-23 Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine Expired EP0152321B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85400107T ATE30456T1 (de) 1984-02-03 1985-01-23 Anlage zur kontrolle fuer das oeffnen und schliessen der brennkammer einer brennkraftmaschine.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8410675A FR2549490A1 (fr) 1983-07-23 1984-02-03 Procede pour la fabrication d'une piece forgee en acier faiblement allie
FR8410675 1984-02-03
FR8500637 1985-01-17
FR8500637A FR2576060B2 (fr) 1985-01-17 1985-01-17 Dispositif de controle de la circulation des gaz de et/ou vers une chambre de combustion de moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0152321A1 true EP0152321A1 (de) 1985-08-21
EP0152321B1 EP0152321B1 (de) 1987-10-28

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Application Number Title Priority Date Filing Date
EP19850400107 Expired EP0152321B1 (de) 1984-02-03 1985-01-23 Anlage zur Kontrolle für das Öffnen und Schliessen der Brennkammer einer Brennkraftmaschine

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Country Link
EP (1) EP0152321B1 (de)
JP (1) JPS60198315A (de)
BE (1) BE901637A (de)
DE (1) DE3560844D1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0383695A1 (de) * 1989-02-17 1990-08-22 Elf Antar France Ventilanordnung für Brennkraftmaschinen
WO1991010814A1 (en) * 1990-01-06 1991-07-25 Nicholas Turville Bullivant Rotary valves
ES2249068A1 (es) * 2002-06-10 2006-03-16 Antonio Ferreres Lopez Valvula de distribucion rotativa.
DE102005000034A1 (de) * 2005-04-15 2006-10-19 Ford Global Technologies, LLC, Dearborn Drehschieberventil für ein Kraftfahrzeug

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11242933B2 (en) 2019-06-03 2022-02-08 Fisher Controls International Llc Floating valve seat for a rotary control valve for use in severe service applications

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR628533A (fr) * 1927-02-04 1927-10-25 Porter Engine Dev Inc Perfectionnements aux moteurs à combustion interne
FR747013A (fr) * 1932-08-02 1933-06-09 Distribution par tiroir rotatif pour moteurs à explosion
DE902918C (de) * 1942-11-12 1954-01-28 Charlotte Heylandt Geb Wachter Abdichtung des beweglichen Zylinderbodens bei walzenfoermigen Drehschiebern
US4114639A (en) * 1973-09-07 1978-09-19 Cross Manufacturing Company (1938) Ltd. Lubricated rotary valve with concentric sealing rings
EP0100713A1 (de) * 1982-07-27 1984-02-15 Guy Negre Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR628533A (fr) * 1927-02-04 1927-10-25 Porter Engine Dev Inc Perfectionnements aux moteurs à combustion interne
FR747013A (fr) * 1932-08-02 1933-06-09 Distribution par tiroir rotatif pour moteurs à explosion
DE902918C (de) * 1942-11-12 1954-01-28 Charlotte Heylandt Geb Wachter Abdichtung des beweglichen Zylinderbodens bei walzenfoermigen Drehschiebern
US4114639A (en) * 1973-09-07 1978-09-19 Cross Manufacturing Company (1938) Ltd. Lubricated rotary valve with concentric sealing rings
EP0100713A1 (de) * 1982-07-27 1984-02-15 Guy Negre Dichtungselement für eine Gaszyklus-Regelvorrichtung einer Brennkammer

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENTS ABSTRACTS OF JAPAN, vol. 6, no. 260 (M-180)[1138], 18décembre 1982; & JP - A - 57 153 923 (NIPPON TOKUSHU TOGYO K.K.) 22-09-1982 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0383695A1 (de) * 1989-02-17 1990-08-22 Elf Antar France Ventilanordnung für Brennkraftmaschinen
FR2643417A1 (fr) * 1989-02-17 1990-08-24 Elf France Ensemble de soupape pour moteurs a explosion
WO1991010814A1 (en) * 1990-01-06 1991-07-25 Nicholas Turville Bullivant Rotary valves
ES2249068A1 (es) * 2002-06-10 2006-03-16 Antonio Ferreres Lopez Valvula de distribucion rotativa.
DE102005000034A1 (de) * 2005-04-15 2006-10-19 Ford Global Technologies, LLC, Dearborn Drehschieberventil für ein Kraftfahrzeug

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JPH0457845B2 (de) 1992-09-14
EP0152321B1 (de) 1987-10-28
BE901637A (fr) 1985-08-01
JPS60198315A (ja) 1985-10-07
DE3560844D1 (en) 1987-12-03

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