EP0302042A1 - Sechs-Takt-Brennkraftmaschine - Google Patents

Sechs-Takt-Brennkraftmaschine Download PDF

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Publication number
EP0302042A1
EP0302042A1 EP88870129A EP88870129A EP0302042A1 EP 0302042 A1 EP0302042 A1 EP 0302042A1 EP 88870129 A EP88870129 A EP 88870129A EP 88870129 A EP88870129 A EP 88870129A EP 0302042 A1 EP0302042 A1 EP 0302042A1
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EP
European Patent Office
Prior art keywords
cylinder
cylinders
combustion
valve
engine
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
EP88870129A
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English (en)
French (fr)
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EP0302042B1 (de
Inventor
Gerhard Schmitz
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Schmitz Gerhard
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Individual
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Filing date
Publication date
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Priority to AT88870129T priority Critical patent/ATE76484T1/de
Publication of EP0302042A1 publication Critical patent/EP0302042A1/de
Application granted granted Critical
Publication of EP0302042B1 publication Critical patent/EP0302042B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/182—Number of cylinders five
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis

Definitions

  • the present invention relates to internal combustion piston engines, as they are used for example in road transport vehicles.
  • internal combustion piston engine which are the spark-ignition engine, or petrol engine, and the spontaneous ignition engine or also called the diesel engine.
  • the piston drives out the combined gases.
  • the four stages are therefore aspiration, compression, expansion and repression.
  • the diesel engine uses a comparable principle where the difference lies in the way the fuel is introduced, which in this case is directly injected into the compressed air, and therefore hot, and then ignites spontaneously.
  • the main object of the present invention is to increase the energy efficiency of the internal combustion engine with reciprocating pistons.
  • the internal energy of the combined gases then being very important after combustion so that a staged expansion seems to us necessary in order to transform the maximum possible of this into mechanical work.
  • thermodynamic cycle in the case of double compression and double expansion, we define the six-stroke thermodynamic cycle as a cycle comprising an aspiration of air or an air-fuel mixture, a first compression of the latter accompanied or followed possible cooling, then a second compression followed by combustion, then a first expansion of the combined gases producing a usable mechanical work, then a second expansion of these same combined gases also producing a usable mechanical work and finally comprising the gas discharge combined.
  • the invention is an internal combustion engine with reciprocating pistons performing the six-stroke thermodynamic cycle, as defined above, in an efficient manner.
  • the essential novelty of this engine compared to the conventional internal reciprocating piston engine is the non-uniform character of the different cylinders. Indeed, the cylinders of the new engine will correspond to one of the following three definitions.
  • low pressure suction cylinder defined as a cylinder and reciprocating piston assembly, the latter being connected by means of a connecting rod to the crankshaft, and the cylinder head of which is equipped with at least one valve d suction of at least one air discharge valve or pre-compressed air-fuel mixture, at least one discharge valve for the combustion gases under low pressure and at least one valve or connection for transferring the combustion gases under high pressure, and serving only to suck in air or the air-fuel mixture, to compress it a first time by driving it back, then to receive the combined gases under high pressure, to participate in their second expansion and finally to drive them back.
  • low pressure suction cylinder defined as a cylinder and reciprocating piston assembly, the latter being connected by means of a connecting rod to the crankshaft, and the cylinder head of which is equipped with at least one valve d suction of at least one air discharge valve or pre-compressed air-fuel mixture, at least one discharge valve for the combustion gases under low pressure and at least one valve or connection for transferring the combustion gases under high pressure, and serving only
  • At least one "high pressure oxidizing cylinder” defined as a cylinder and reciprocating piston assembly, the latter being connected by means of a connecting rod to the crankshaft and the cylinder head of which is equipped with at least one valve for introducing air or a precompressed air-fuel mixture, at least one valve or tube for transferring the combined gases under high pressure, at least one spark plug or a nozzle fuel injection, and serving only to receive the air or the pre-compressed air-fuel mixture, to compress it the second time, to undergo combustion, to relax the combined gases the first time and finally to discharge these same gases under high pressure through the transfer tube (s).
  • a "high pressure oxidizing cylinder” defined as a cylinder and reciprocating piston assembly, the latter being connected by means of a connecting rod to the crankshaft and the cylinder head of which is equipped with at least one valve for introducing air or a precompressed air-fuel mixture, at least one valve or tube for transferring the combined gases under high pressure, at least one spark plug or a nozzle fuel injection, and serving only
  • a third type of cylinder which is the "low pressure pressure cylinder” defined as a cylinder and piston assembly, the latter being connected by means of a connecting rod to the crankshaft, and the cylinder head of which is fitted with at least one valve for discharging the combined gases under low pressure and at least one valve or tube for transferring the combined gases under high pressure, and which is used only for receiving the combined gases under high pressure, participate in their second relaxation and repress them.
  • the "low pressure pressure cylinder” defined as a cylinder and piston assembly, the latter being connected by means of a connecting rod to the crankshaft, and the cylinder head of which is fitted with at least one valve for discharging the combined gases under low pressure and at least one valve or tube for transferring the combined gases under high pressure, and which is used only for receiving the combined gases under high pressure, participate in their second relaxation and repress them.
  • the first stage of the six-stage cycle that is to say the suction of air or of the air-fuel mixture, only involves low-pressure suction cylinders.
  • the third and fourth beat of this same cycle that is to say the second compression and the first expansion of the combined gases respectively, only involve high pressure oxidizing cylinders.
  • the final delivery of the combined gases under low pressure which represents the sixth time of the cycle, only involves low pressure suction cylinders and, if they exist, low pressure pressure cylinders.
  • the second stage of the cycle in question that is to say the first compression of the air or of the air-fuel mixture accompanied or possibly followed by cooling, involves a low pressure suction cylinder and a high pressure oxidizing cylinder preferably in such a way that the piston of the second recedes in order to be able to receive the air or the precompressed air-fuel mixture while the piston of the other advances and delivers this same fluid. They will therefore move in phase opposition to each other and we will call in the rest of this text such a set of a low pressure suction cylinder and a high pressure oxidizing cylinder a "pair of cylinders compressants " .
  • the fifth stage of the six-stage cycle involves a low pressure suction cylinder, a high pressure oxidizing cylinder and possibly a low pressure discharging cylinder so that the piston from the high-pressure oxidizing cylinder, advancing, pushes the combustion gases through the transfer tube (s) to the adjacent low-pressure suction cylinder, the piston of which then moves back to accommodate these same gases or a part of them, and possibly to the low pressure pumping cylinder, also adjacent to the same high pressure oxidizing cylinder, and the piston also moves back to accommodate the other part of the combined gases.
  • this piston and that of low pressure suction cylinder move in phase with each other and in phase opposition with respect to the piston of the high pressure oxidizer cylinder.
  • all the low pressure suction cylinders, as well as all the high pressure oxidizing cylinders, will preferably have the same bore and the same stroke respectively.
  • this is to be optimized as a function of the displacement of the high pressure oxidizing cylinders and low pressure aspirants. Probably, for reasons of constructive ease, it will have the same bore and stroke as the low pressure suction cylinders.
  • This embodiment of the invention is therefore an internal combustion engine essentially composed of at least one pair of compressing cylinders and at least one pair, possibly a triplet, of expansion cylinders.
  • the engine comprises a single pair of cylinders, the precompressed air discharged by the suction cylinder at low pressure is stored in a tank before being transmitted at the right time to the combustion cylinder.
  • the ignition will be either of the controlled type or of the spontaneous type and we will speak of a six-stroke internal combustion engine with controlled ignition and in the other case of a six-stroke internal combustion engine with spontaneous ignition.
  • the main advantage, which is also the aim of the present invention, compared to existing engines is a significant increase in fuel efficiency.
  • the gain in efficiency will probably not be as great.
  • the presence of the low pressure pressure cylinder is beneficial to performance because it provides us with an overall expansion rate greater than the overall compression rate, which is generally an advantage of the six cycle. time compared to the four-stroke cycle.
  • the compactness of the combustion chamber which is in fact the dead space of the high-pressure oxidizing cylinder which we know is relatively small, contributes, in the case of the petrol version, to avoid rattling which makes it possible to further increase the compression ratio or to use petrol with a lower octane number, therefore less harmful, and in the case of the Diesel version, probably makes it possible to increase the richness during the injection of the combustible.
  • the compactness of the combustion chamber that is to say the higher volume / bore ratio, provides savings in heat losses during combustion.
  • the concentration of large pressures on small cylinders saves sealing segments in large low pressure cylinders, which reduces mechanical losses. This concentration also makes it possible to reduce the weight of the engine.
  • Another advantage of the new engine is that the exhaust gases are significantly less hot which will ensure a longer service life of the exhaust system and in addition in combination with the fact as the dead space of the suction cylinders will be as small as possible, we can expect a high filling rate.
  • the major drawback is the fact that the total power-to-displacement ratio is probably lower than that of existing engines.
  • the six-stroke internal combustion engine with positive ignition is produced using five cylinders arranged in line. It comprises two low pressure suction cylinders 1, 5 located at the ends of the crankshaft, two high pressure oxidizing cylinders 2, 4 located alongside the low pressure suction cylinders respectively and finally a low pressure pressure cylinder 3 located in the middle.
  • the inlet of the heat exchanger 28 is connected to the low suction cylinders pressure 1, 5 through the delivery pipes of precompressed air 33, 34 respectively and its outlet is connected to the high pressure oxidizing cylinders 2, 4 by the pipes of introduction of the precompressed air-fuel mixture 31, 32 respectively.
  • the fuel is introduced by means of a controlled injection or of, preferably two carburettors pressurized, by putting, for example, the tank of these under the pressure prevailing inside the exchanger by means of a simple tube which connects the two.
  • the transfer valves 14, 16, 18 and 20 are located in the cylinder heads of the high pressure oxidizing cylinders 2 and 4.
  • the low pressure suction and discharge cylinders are connected to the exhaust manifold or manifold 30 by the gas discharge valves combined at low pressures 13, 21 and 17 respectively.
  • the transfer pipes 24, 25 and 26, 27 intimately connect the cylinders 1 and 2, 2 and 3, 3 and 4, as well as 4 and 5 respectively.
  • the low pressure suction cylinder 1 on the left side and the high pressure combustion cylinder 4 on the right side form a pair of compressing cylinders as this has been defined above.
  • the second pair of compressing cylinders is formed by the low pressure suction cylinder 5 on the right side and the high pressure oxidizing cylinder 2 on the left side.
  • This engine comprises two triplets of expansion cylinders as they have been defined above. These are first the low pressure pressure cylinder 3 located in the center and the two low pressure suction cylinders 1 and high pressure oxidizer 2 on the left side and then the same low pressure pressure cylinder 3 and the low pressure suction cylinders 5 and high oxidizer pressure 4 on the right side.
  • Another embodiment of the six-stroke internal combustion engine would be a five-cylinder engine as just described, where the difference lies in the way of introducing the fuel, which this time will be directly injected into the combustion chambers high pressure oxidizing cylinders 2 and 4 where it will ignite spontaneously.
  • the power of the radiator 28 as well as the displacement and compression ratios will obviously have to be readjusted.
  • the heat exchanger 28 can be replaced by two independent radiators so that each one connects the precompressed air delivery pipe 33 (or 34) of the low pressure suction cylinder 1 (or 5) to the inlet manifold 32 (or 31) of the corresponding high pressure oxidizing cylinder 4 (or 2).
  • the heat exchange surfaces will be less profitable, because the speed of air flow through the exchanger is noticeable only for 25% of the time, on the other hand, in the case of the single exchanger, this is the case for 50% of the time.
  • this can become interesting for reasons of constructive simplicity in the case of the six-stroke diesel version, because the power of the exchanger, may be that experience shows that it does not even need at all , will probably be lower.
  • a final constructive detail concerns the cold start, which will probably pose a problem for the six-stroke engine.
  • a system of tubes 36 and valves 37 shown schematically in Figure 2, actuated by the user or automatically, will divert the flow of compressed air so that it arrives at the high oxidizing cylinders pressure without passing through the heat exchanger.
  • the arrows in solid lines, with reference to FIG. 2, indicate the flow of precompressed air in regime and in dotted lines that during start-up.
  • the corresponding positions of the valves are also drawn in solid lines and dotted lines respectively.
  • FIG. 5 shows an embodiment of the engine according to the invention which only needs a single pair of cylinders, namely a low pressure suction cylinder 1 and a combustion cylinder 2.
  • the two-cylinder engine comprises a pressure tank 44 (5 to 6 bars) which receives the precompressed air coming from the low pressure suction cylinder 1 and stores it until the high pressure combustion cylinder can receive it.
  • the two-stage expansion is carried out in the same way as for the four or five cylinder engine described above.
  • the second expansion takes place when the valve 14 is open, the piston 7 goes back up and the piston 6 goes down.
  • the only difference in operation between the two-stroke and four-cylinder six-stroke engine concerns the first compression.
  • the low-pressure cylinder in the two-cylinder version pushes the precompressed air into the tank 44, as shown Figure 6 which illustrates the four phases of operation of a two-cylinder engine operating in six-stroke mode.
  • the fuel can be added to the precompressed air while the piston 7 sucks during the downward stroke, just before entering the combustion chamber (FIG. 6d).
  • FIG. 7 schematically illustrates in several views a six-stroke four-cylinder internal combustion engine according to the present invention.
  • Figures 7b and 7c show schematically respectively the arrangement of the valves and the pipes and the arrangement of the cams and pushers.
  • FIG. 8 illustrates the six-stroke cycle according to the invention.
  • This figure gives the diagram of the pressure as a function of the volume in the cylinders.
  • Curve 1 indicates the pressure prevailing in the high pressure oxidizing cylinder, while curve b gives the pressure that is obtained in the low pressure suction cylinder.
  • This diagram has been drawn up for an engine corresponding to that shown in FIG. 7.
  • the six-stroke internal combustion engine which is the subject of the present invention will find use everywhere, where four-stroke internal combustion engines are currently used, in particular in road transport.
  • the new engine according to the invention the combustion of which is with ignition either controlled (petrol version) or spontaneous (Diesel version), will preferably comprise a multiple of five non-uniform cylinders. It will have an energy efficiency which can be up to 30% higher than that of a four-stroke internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP19880870129 1987-07-30 1988-07-29 Sechs-Takt-Brennkraftmaschine Expired - Lifetime EP0302042B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88870129T ATE76484T1 (de) 1987-07-30 1988-07-29 Sechs-takt-brennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE8700847 1987-07-30
BE8700847A BE1000774A5 (fr) 1987-07-30 1987-07-30 Moteur a combustion interne a six temps.

Publications (2)

Publication Number Publication Date
EP0302042A1 true EP0302042A1 (de) 1989-02-01
EP0302042B1 EP0302042B1 (de) 1992-05-20

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Family Applications (1)

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EP19880870129 Expired - Lifetime EP0302042B1 (de) 1987-07-30 1988-07-29 Sechs-Takt-Brennkraftmaschine

Country Status (6)

Country Link
US (1) US4917054A (de)
EP (1) EP0302042B1 (de)
AT (1) ATE76484T1 (de)
BE (1) BE1000774A5 (de)
DE (1) DE3871276D1 (de)
ES (1) ES2033015T3 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0376909A1 (de) * 1988-12-30 1990-07-04 Gerhard Schmitz Brennkraftmaschine
EP1201892A1 (de) * 2000-10-26 2002-05-02 Gerhard Schmitz Fünftakt Brennkraft Maschine
US6443108B1 (en) 2001-02-06 2002-09-03 Ford Global Technologies, Inc. Multiple-stroke, spark-ignited engine
RU2768430C1 (ru) * 2021-08-31 2022-03-24 Владимир Викторович Михайлов Гибридная силовая установка

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FR2768178B1 (fr) * 1997-09-11 1999-11-19 Daniel Drecq Moteur a combustion interne comportant des moyens de recirculation des gaz d'echappement et de suralimentation
FR2777947B1 (fr) * 1998-04-27 2000-11-17 Inst Francais Du Petrole Procede de combustion par auto-allumage controle et moteur 4 temps associe avec conduit de transfert entre cylindres et soupape dediee
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JP3885206B2 (ja) * 2002-11-11 2007-02-21 胡 龍潭 八行程内燃機関
US20060248886A1 (en) * 2002-12-24 2006-11-09 Ma Thomas T H Isothermal reciprocating machines
US7059281B2 (en) * 2004-07-12 2006-06-13 General Motors Corporation Four stroke engine auto-ignition combustion
FR2873405B1 (fr) * 2004-07-21 2009-08-07 Renault V I Sa Dispositif et procede de suralimentation en gaz comprime d'une tubulure d'admission d'un moteur turbo-compresse
US7357125B2 (en) * 2005-10-26 2008-04-15 Honeywell International Inc. Exhaust gas recirculation system
US7143725B1 (en) * 2005-11-22 2006-12-05 Lung Tan Hu Dual six-stroke self-cooling internal combustion engine
US20080087257A1 (en) * 2006-04-24 2008-04-17 Robinson Barnett J Internal combustion engine with shared holding tank in cylinder head for elevated expansion ratio
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JP2006348947A (ja) * 2006-08-18 2006-12-28 Kazuo Oyama 排気圧回生機付内燃機関
US7937943B2 (en) * 2006-12-22 2011-05-10 Yiding Cao Heat engines
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US8028665B2 (en) 2008-06-05 2011-10-04 Mark Dixon Ralston Selective compound engine
US8371256B2 (en) * 2009-05-27 2013-02-12 GM Global Technology Operations LLC Internal combustion engine utilizing dual compression and dual expansion processes
GB0913988D0 (en) * 2009-08-11 2009-09-16 New Malone Company Ltd Closed loop thermodynamic
US8646421B2 (en) * 2009-10-23 2014-02-11 GM Global Technology Operations LLC Engine with internal exhaust gas recirculation and method thereof
DE102010015698A1 (de) * 2010-04-16 2011-10-20 Seneca International Ag Brennkraftmotor
DE102010025051A1 (de) * 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025050A1 (de) * 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
WO2013038228A1 (en) * 2011-09-18 2013-03-21 Gabora Akram Mohammed Abbashar Six stroke internal combustion engine
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US9605708B2 (en) * 2015-01-30 2017-03-28 GM Global Technology Operations LLC Single-shaft dual expansion internal combustion engine
US9574491B2 (en) * 2015-01-30 2017-02-21 GM Global Technology Operations LLC Single shaft dual expansion internal combustion engine
CN104989523B (zh) * 2015-08-03 2018-02-27 湖州新奥利吸附材料有限公司 一种内燃机
WO2017104231A1 (ja) * 2015-12-17 2017-06-22 本田技研工業株式会社 内燃機関
EP3679231B1 (de) * 2017-09-04 2021-11-03 Volvo Truck Corporation Verbrennungsmotoranordnung
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US4307687A (en) * 1979-12-10 1981-12-29 Edward Holstein Internal combustion engines
EP0126812A1 (de) * 1983-05-06 1984-12-05 Leonhard Johann Gerhard Pal Brennkraftmaschinen mit innerer Verbrennung
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0376909A1 (de) * 1988-12-30 1990-07-04 Gerhard Schmitz Brennkraftmaschine
EP1201892A1 (de) * 2000-10-26 2002-05-02 Gerhard Schmitz Fünftakt Brennkraft Maschine
BE1013791A5 (fr) * 2000-10-26 2002-08-06 Gerhard Schmitz Moteur a combustion interne a cinq temps.
US6443108B1 (en) 2001-02-06 2002-09-03 Ford Global Technologies, Inc. Multiple-stroke, spark-ignited engine
RU2768430C1 (ru) * 2021-08-31 2022-03-24 Владимир Викторович Михайлов Гибридная силовая установка

Also Published As

Publication number Publication date
DE3871276D1 (de) 1992-06-25
EP0302042B1 (de) 1992-05-20
ATE76484T1 (de) 1992-06-15
BE1000774A5 (fr) 1989-04-04
US4917054A (en) 1990-04-17
ES2033015T3 (es) 1993-03-01

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