EP0938627B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

Info

Publication number
EP0938627B1
EP0938627B1 EP97945914A EP97945914A EP0938627B1 EP 0938627 B1 EP0938627 B1 EP 0938627B1 EP 97945914 A EP97945914 A EP 97945914A EP 97945914 A EP97945914 A EP 97945914A EP 0938627 B1 EP0938627 B1 EP 0938627B1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
engine
output shaft
force
engine according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97945914A
Other languages
English (en)
French (fr)
Other versions
EP0938627A1 (de
Inventor
Michel Desclaux
Original Assignee
Pigot Xavier
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pigot Xavier filed Critical Pigot Xavier
Publication of EP0938627A1 publication Critical patent/EP0938627A1/de
Application granted granted Critical
Publication of EP0938627B1 publication Critical patent/EP0938627B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B31/00—Component parts, details, or accessories not provided for in, or of interest apart from, other groups
    • F01B31/22—Idling devices, e.g. having by-passing valves
    • F01B31/24—Disengagement of connections between pistons and main shafts
    • 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
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts

Definitions

  • the present invention relates to internal combustion engines comprising at least a first crankshaft linked to an engine output shaft by means of a first rotation link, a second crankshaft linked to the engine output shaft by means of a second rotating link, and more particularly relates to the motors intended to equip motorized ultralight (U.L.M.), gyroplanes, amateur light aircraft, hovercraft, hydrofoils, drones, or the like.
  • U.L.M. motorized ultralight
  • gyroplanes amateur light aircraft
  • hovercraft hovercraft
  • hydrofoils drones, or the like.
  • a primary problem in this type of application in case of engine malfunction is nevertheless to ensure the safety of pilots and potential passengers, and to allow them to reach a stopping point with maximum security.
  • Another problem is to avoid destruction of equipment due to incidents or accidents caused directly or indirectly by engine malfunctions. Consequently, a motorization for such applications must be very reliable and robust, and yet remain light, powerful, and convenient.
  • the document EP 0316 286 describes an engine unit for an ultra-light aircraft, comprising an engine block carrying at least one pair of autonomous driving units, with drive shafts independently connected to an output shaft common to the means of unidirectional transmission units, each comprising a free wheel, arranged to couple the output shaft and the drive shafts in rotation only when the respective drive units are in condition of operation.
  • Such a power unit due to the unidirectional transmissions, presents the major drawback of not being able to guarantee a predetermined angular setting and necessary drive units together with respect to the output shaft, for example 180 ° for two units, 120 ° for three, etc., to ensure a balanced distribution of forces on the output shaft, and therefore correct operation of the engine group.
  • a such engine group does not allow to use the output shaft to transmit a rotational movement to the driving units, for example thanks to the inertia of the shaft output and propeller mounted on it, or to start the engine group at from the output shaft.
  • such a power unit has the disadvantage of require as many freewheel devices as there are drive units, such a device being particularly particularly bulky; in the case of the referenced document, the freewheels are placed on the output shaft one behind the other, resulting in takes up axial space in the motor unit and a very propeller shaft overhang important.
  • the object of the present invention is to propose a solution to the above problems and to bring other benefits. More specifically, it consists of an internal combustion engine comprising at least a first crankshaft linked to an output shaft of said engine at by means of a first rotation link, a second crankshaft linked to said output shaft of the engine by means of a second rotating link, characterized in that said first rotation link is reversible and includes a first drive wheel linked in a way complete in rotation to said first crankshaft via a first link by obstacle capable of transmitting an engine force from said first crankshaft to said shaft exit and capable of breaking, during a malfunction resulting in immobilization of said first crankshaft, under an effort less than or equal to the effort necessary for immobilization of said first crankshaft, and in that said second rotation link is reversible and includes a second drive wheel linked in complete rotation to said second crankshaft via a second obstacle connection capable of transmitting an engine effort from said second crankshaft to said output shaft and capable break, during a malfunction resulting in immobilization of said
  • the engine according to the invention can operate despite the immobilization of a crankshaft at least, by means of a controlled rupture of the link connecting the output shaft to the crankshaft immobilized or intended to immobilize following a malfunction, for example example a piston tightening.
  • the output shaft which is integral with the propeller may continue to turn despite the immobilization of a crankshaft, under the effect of the engine torque provided by the or non-immobilized engine crankshafts.
  • the U.L.M. or the like can win a safe landing point, instead of being subject to the hazards of gliding in the event of the U.L.M. or fall in the case of an autogyro for example.
  • the engine according to the invention may advantageously comprise more than two crankshafts.
  • the engine according to the invention comprises at least a third crankshaft, a third rotation link, a third drive wheel, a third obstacle connection.
  • This characteristic concerns an engine with three crankshafts each linked to the output shaft via an obstacle bond capable of breaking.
  • the engine continues to run on two other crankshafts, the immobilized crankshaft being disengaged from the output shaft by the rupture of the link by obstacle concerned.
  • Figure 1 shows an exploded partial front view of the exemplary embodiment of an engine according to the invention.
  • Figure 2 shows a partial sectional view along line I-I of Figure 1.
  • Figure 3 shows an enlarged detail of Figure 2, more particularly relating to the connection by obstacle.
  • Figures 4 and 5 show the same isolated element of Figure 2, in perspective for the figure 4 and in back view for figure 5.
  • Figures 6 and 7 show the same isolated element of Figure 1, in perspective for the Figure 6 and in side view for Figure 5.
  • the engine 1 shown in Figure 1 is an internal combustion engine with three cylinders 2, 3, 4 placed in a star (not shown), two times, particularly suitable for equip the machines mentioned above. Each cylinder 2, 3, 4 corresponds a crankshaft 5, 6, 7 respectively.
  • the motor 1 shown in Figures 1 and 2 comprises a first 5 crankshaft linked to an output shaft 8 of the engine by means of a first rotation link, a second 6 crankshaft linked to the output shaft 8 of the engine by means of a second connection in rotation, a third 7 crankshaft linked to the output shaft 8 of the engine by means a third rotating link.
  • the first 5, second 6, and third 7 crankshafts are guided in rotation in a casing 9 according to any known means, for example by means of bearings 10 as shown in figure 2.
  • figure 2 corresponds to a section along the first cylinder 2, along the line I-I in FIG. 1, but may correspond indifferently to the similar cut according to any one of the other two cylinders 3 and 4.
  • the output shaft 8 is the drive shaft from which the engine power is recovered, and carries a propeller (not shown) in the example.
  • the first rotating link is reversible and includes a first 11 drive wheel linked in complete rotation to the first 5 crankshaft via a first obstacle connection capable of transmitting an engine force from the first 5 crankshaft towards the output shaft 8 and capable of breaking, during a resulting malfunction immobilization of the first 5 crankshaft, under an effort less than or equal to the effort necessary to immobilize the first 5 crankshaft.
  • the second rotating link is reversible and includes a second drive wheel linked in complete rotation to the second 6 crankshaft via a second suitable obstacle connection to transmit an engine force from the second 6 crankshaft to the output shaft 8 and capable to break, during a malfunction resulting in immobilization of the second 6 crankshaft, under an effort less than or equal to the effort required to immobilize the second 6 crankshaft.
  • the third rotating link is reversible and includes a third 26 drive wheel linked in full rotation to the third 7 crankshaft by through a third obstacle connection capable of transmitting a motor force from the third crankshaft to the output shaft 8 and capable of breaking, in the event of a malfunction causing immobilization of the third 7 crankshaft, under a lower effort or equal to the effort required to immobilize the third 7 crankshaft.
  • the first, second, and third rotational links are advantageously links by gear, as shown in Figures 1 to 3.
  • the first 11, second 25, and third 26 drive wheels are engaged on a fourth 12 driven wheel linked in complete rotation to the output shaft 8, by any known means, for example by a key 30, as shown in Figures 1 and 2.
  • the motor shown in Figures 1 and 2 advantageously allows a mounting in which the first 11, second 25, third 26 drive wheels, and fourth 12 driven wheel are substantially or exactly located in the same plane, the first 11, second 25, and third 26 integral drive wheels respectively first 5, second 6, and third 7 crankshafts being engaged on the circumference of the fourth 12 wheel driven at an angular offset, for example equal to 120 ° in the case of the three-cylinder star engine, as shown in Figure 1.
  • the engine according to the invention has a significant longitudinal functional compactness, simplicity and a rationality of the transmission of the movement, allowing a reduction of the clutter and engine weight, and increased reliability.
  • each of the three obstacle links has the function of transmitting the engine force from the crankshaft concerned to the output shaft while by allowing the rotational connection between this crankshaft and the output shaft to be broken case of immobilization of this crankshaft as a result for example of a tightening of the actuating piston the crankshaft concerned.
  • Several pistons can actuate the same crankshaft, the optionally.
  • the tightening of a piston authorizes the operation of the engine. on the two remaining cylinders, thanks to the disengagement of the immobilized crankshaft, which gives to the motor according to the invention great operational safety.
  • the first obstacle connection comprises at least one shear pin 13.
  • the pin 13 can be replaced by a shear key (not shown) or the like, and its dimensions and material will be advantageously chosen, when the dowel (s) constitute the only obstacle of the obstacle connection, so that the section or sections shear, two in number in the example of the figures, resist the transmission of the maximum engine force of the crankshaft concerned in normal engine operation, and will be also chosen so that the plug (s) shear under a lower force or equal to the effort required to immobilize the crankshaft concerned when the engine is Operating.
  • the first obstacle connection comprises a first shear pin 13, or the like, and advantageously further comprises a first drive stop 14 capable of transmitting the engine force from the first 5 crankshaft to the output shaft.
  • the first stop 14 has the essential purpose of avoiding that the driving force is transmitted by the shear pin, and that the shear pin is used only when the crankshaft offers resistance to the exit.
  • the dimensions and the material of the dowel will be chosen so that it can shear under an effort less than or equal to the effort required to immobilize the first 5 crankshaft when the engine is running, the ankle in front obviously resist the maximum resistant force which the crankshaft can oppose to the shaft of output in normal engine operation. Note that in Figure 3, the elements of casing have not been shown, the elements shown not being in section.
  • the first drive stop 14 advantageously comprises at least one asymmetrical tooth 15 held in engagement in a hollow housing 16 of complementary shape, at means of pin 13, key, or the like, for shearing, as shown in the figure 3.
  • the asymmetric tooth 15 preferably comprises a first face 17 capable of transmitting the motor force and a second face 18 opposite the first face 17, making it possible to avoid engagement of the asymmetric tooth 15 in the recess 16 in the event of rupture of the pin 13, key, or the like, for shearing.
  • the first face 17 is preferably included in a plane passing through the axis of rotation of the crankshaft concerned so that the force transmitted is perpendicular to face 17, and the second face 18 of the asymmetric tooth 15 advantageously has an appropriate inclination, as shown in the figure 3, so that the tooth 15 is driven out of the housing 16 when the ankle breaks 13, and cannot be reintroduced.
  • the first drive stop 14 advantageously comprises, as shown in FIG. 3, a plurality of teeth 15 forming a first crown extending in a first plane perpendicular to a longitudinal axis of the first 5 crankshaft. Crown teeth are preferably identical to that described above.
  • the plurality of teeth allow evenly distribute the pressure circumferentially on the first 5 crankshaft and the first 11 drive wheel, and reduce the dimensions of this accordingly drive stop 14.
  • the teeth of the crown can be produced on the wheel 11, the corresponding recessed housings then being produced on the crankshaft 5, or vice versa.
  • Figures 4 and 5 show the wheel 11 alone, isolated from the connection, on the scale of the figure 3, and highlights the crown of asymmetrical teeth 15, comprising 12 teeth.
  • Figures 6 and 7 show the crankshaft 5 alone, on the scale of Figure 2, and highlights the crown of housings 16 complementary to the asymmetrical teeth 15, comprising 12 homes. Note also in these figures the presence of a diametral hole in the cylindrical part 20 to accommodate the pin 13, and a groove to accommodate an elastic ring 24 as will be explained below.
  • the first drive wheel 11 has a bore 19 allowing centering thereof on a cylindrical part 20 of circular section at the end of the first crankshaft 5 so that the wheel 11 can rotate around the crankshaft 5, when the ankle 13 has broken.
  • the above concerns indifferently the first, second, or third link in rotation.
  • the motor 1 will have any suitable known means intended to reduce friction a drive wheel on the associated crankshaft in case of breakage of the connection by obstacle, for example mounting the wheel on the crankshaft via one or more bearings (not shown) capable of allowing additional movement possible in translation of the drive wheel on the crankshaft, or via a ring or bearing 22 (not shown).
  • the bearing material can be chosen so to resist the pressure due to the transmitted forces and for its ability to reduce friction, for example bronze.
  • the end of the cylindrical part of the crankshaft will be fitted with any means necessary to retaining the drive wheel on the crankshaft in the event of breakage of the connection by obstacle, for example a ring or elastic ring 24 as shown in FIG. 3.
  • All the drive wheels and the driven wheel 12 will advantageously be enclosed in a sealed and lubricated casing 21, as shown in FIG. 2, in order to ensure lubrication of the rotational connections between the crankshafts and the output shaft, when these connections require such lubrication, such as gear connections metallic.
  • This lubrication can advantageously be carried out by bubbling or the like.
  • the lubrication of rotating links can advantageously be used in order to lubricate if necessary rotation of the drive wheel on the crankshaft in case of breakage of the link by obstacle. It should be noted that the casing 21 has been removed in FIG. 1 in order to show the rotating links.
  • crankshafts and the output shaft can, alternatively and depending on the use of the engine, be made through chains or belts for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Transmission Devices (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (10)

  1. Verbrennungsmotor, der zumindest eine erste (5) Kurbelwelle, die mit einer Antriebswelle (8) des Motors mittels einer ersten drehenden Verbindung verbunden ist, sowie eine zweite (6) Kurbelwelle umfasst, die mit der Antriebswelle des Motors mittels einer zweiten drehenden Verbindung verbunden ist,
    dadurch gekennzeichnet, dass die erste drehende Verbindung umkehrbar ist und ein erstes (11) Antriebsrad aufweist, welches vollständig drehbar mit der ersten Kurbelwelle über eine erste Hindernisverbindung (13) verbunden ist, die in der Lage ist, eine von der ersten Kurbelwelle abgegebene Antriebskraft auf die Antriebswelle zu übertragen, und die bei einer Fehlfunktion, welche eine Blockade der erste Kurbelwelle zur Folge hat, geeignet ist, unter einer Kraft, die geringer oder gleich der zur Blockade der ersten Kurbelwelle notwendigen Kraft ist, zu brechen,
    und dass die zweite drehende Verbindung umkehrbar ist und ein zweites (25) Antriebsrad aufweist, welches vollständig drehbar mit der zweiten Kurbelwelle über eine zweite Hindernisverbindung verbunden ist, die in der Lage ist, eine von der zweiten Kurbelwelle abgegebene Antriebskraft auf die Antriebswelle zu übertragen, und die bei einer Fehlfunktion, welche eine Blockade der zweite Kurbelwelle zur Folge hat, geeignet ist, unter einer Kraft, die geringer oder gleich der zur Blockade der zweiten Kurbelwelle notwendigen Kraft ist, zu brechen.
  2. Motor gemäß Anspruch 1, dadurch gekennzeichnet, dass er zumindest eine dritte (7) Kurbelwelle, eine dritte drehende Verbindung, ein drittes (26) Antriebsrad sowie eine dritte Hindernisverbindung aufweist.
  3. Motor gemäß Anspruch 1 oder 2, dadurch gekennzeichnet, dass zumindest die erste und die zweite drehende Verbindung Zahnrad-Verbindungen sind.
  4. Motor gemäß einem aus den Ansprüchen 1 bis 3, dadurch gekennzeichnet, dass zumindest die erste Hindernisverbindung einen ersten Abscherkeil, Abscherstift (13) oder dergleichen aufweist, und dass die zweite Hindernisverbindung einen zweiten Abscherkeil, Abscherstift oder dergleichen aufweist.
  5. Motor gemäß Anspruch 4, dadurch gekennzeichnet, dass zumindest die erste Hindernisverbindung zusätzlich ein erstes Antriebslager (14) aufweist, welches geeignet ist, die von der ersten (5) Kurbelwelle abgegebene Antriebskraft auf die Antriebswelle (8) zu übertragen, und dass die zweite Hindernisverbindung zusätzlich ein zweites Antriebslager aufweist, welches geeignet ist, die von der zweiten Kurbelwelle abgegebene Antriebskraft auf die Antriebswelle zu übertragen.
  6. Motor gemäß Anspruch 5, dadurch gekennzeichnet, dass mindestens erstes (14) und zweites Antriebslager jeweils zumindest einen asymmetrischen Zahn (15) aufweist, der durch den Abscherkeil, Abscherstift (13) oder dergleichen in einem Hohlraum (16) von komplementärer Form im Eingriff gehalten wird.
  7. Motor gemäß Anspruch 6, dadurch gekennzeichnet, dass der asymmetrische Zahn (15) eine erste (17) Fläche aufweist, die zur Übertragung der Antriebskraft geeignet ist, sowie eine der ersten Fläche gegenüberliegende zweite (18) Fläche, die es im Falle eines Bruchs des Abscherkeils, Abscherstifts (13) oder dergleichen ermöglicht, ein Eingreifen des asymmetrischen Zahns in den Hohlraum (16) zu verhindern.
  8. Motor gemäß Anspruch 6 oder 7, dadurch gekennzeichnet, dass zumindest das erste Antriebslager (14) eine Vielzahl an Zähnen (15) aufweist, die einen ersten Zahnkranz bilden, der sich in einer ersten Ebene senkrecht zur Längsachse der ersten (5) Kurbelwelle erstreckt, und dass das zweite Antriebslager eine Vielzahl an Zähnen umfasst, die einen zweiten Zahnkranz bilden, der sich in einer zweiten Ebene senkrecht zur Längsachse der zweiten Kurbelwelle erstreckt.
  9. Motor gemäß einem aus den Ansprüchen 1 bis 8, dadurch gekennzeichnet, dass mindestens erstes (11) und zweites (25) Antriebsrad in ein viertes (12) angetriebenes Rad eingreifen, welches vollständig drehend mit der Antriebswelle (8) verbunden ist.
  10. Motor gemäß Anspruch 9, dadurch gekennzeichnet, dass mindestens erstes (11) und zweites (25) Antriebsrad sowie das vierte (12) angetriebene Rad ungefähr in derselben Ebene liegen.
EP97945914A 1996-11-14 1997-11-13 Brennkraftmaschine Expired - Lifetime EP0938627B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9614109 1996-11-14
FR9614109A FR2755728B1 (fr) 1996-11-14 1996-11-14 Moteur a combustion interne
PCT/FR1997/002035 WO1998021458A1 (fr) 1996-11-14 1997-11-13 Moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0938627A1 EP0938627A1 (de) 1999-09-01
EP0938627B1 true EP0938627B1 (de) 2003-08-13

Family

ID=9497780

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97945914A Expired - Lifetime EP0938627B1 (de) 1996-11-14 1997-11-13 Brennkraftmaschine

Country Status (13)

Country Link
US (1) US6095110A (de)
EP (1) EP0938627B1 (de)
CN (1) CN1238026A (de)
AT (1) ATE247224T1 (de)
AU (1) AU732318B2 (de)
CA (1) CA2271093C (de)
CZ (1) CZ170699A3 (de)
DE (1) DE69724139T2 (de)
ES (1) ES2205259T3 (de)
FR (1) FR2755728B1 (de)
NZ (1) NZ335349A (de)
PL (1) PL333406A1 (de)
WO (1) WO1998021458A1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9618108B2 (en) * 2013-07-17 2017-04-11 Achates Power, Inc. Gear noise reduction in opposed-piston engines

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1624269A (en) * 1927-04-12 Motor
US1095074A (en) * 1913-05-06 1914-04-28 James Delbert Blayney Rotary explosive-engine.
US1627108A (en) * 1925-01-30 1927-05-03 Morehouse Harold Emerson Aircraft engine
US2085270A (en) * 1933-11-22 1937-06-29 Pavlecka John Piston engine
US2117118A (en) * 1936-08-10 1938-05-10 Pavlecka John Engine frame
US2264648A (en) * 1937-08-30 1941-12-02 Tebaldi Alessandro Explosion engine
US2347444A (en) * 1942-01-06 1944-04-25 Vincent H R D Company Ltd Compressor for internal combustion engines
US2303025A (en) * 1942-05-04 1942-11-24 Stanley E Cliff Internal combustion engine
US3390670A (en) * 1967-06-26 1968-07-02 Ametek Inc Combined engines
FR1544031A (fr) * 1967-08-07 1968-10-31 Ametek Inc Groupe générateur de force motrice
DE2645279A1 (de) * 1976-10-07 1978-04-13 Manfred Hackl Mehrzylinder-zweitakt-sternmotor fuer flugmodelle
BE893338A (nl) * 1982-05-28 1982-09-16 Gijbels Peter H Verbrandingsmotor met konstante verbrandingsruimte
IT1211518B (it) * 1987-11-12 1989-11-03 Offmar S N C Di Matta Emiliano Motore particolarmente per velivoli ultraleggeri

Also Published As

Publication number Publication date
PL333406A1 (en) 1999-12-06
US6095110A (en) 2000-08-01
AU5124898A (en) 1998-06-03
ATE247224T1 (de) 2003-08-15
CA2271093A1 (fr) 1998-05-22
NZ335349A (en) 2000-07-28
CN1238026A (zh) 1999-12-08
CZ170699A3 (cs) 1999-09-15
FR2755728A1 (fr) 1998-05-15
EP0938627A1 (de) 1999-09-01
CA2271093C (fr) 2006-08-08
ES2205259T3 (es) 2004-05-01
DE69724139T2 (de) 2004-06-17
AU732318B2 (en) 2001-04-12
WO1998021458A1 (fr) 1998-05-22
FR2755728B1 (fr) 1999-01-22
DE69724139D1 (de) 2003-09-18

Similar Documents

Publication Publication Date Title
EP2524816B1 (de) Drehkopplungsvorrichtung eines Drehkranzes an ein Rad, sowie mit einer solchen Vorrichtung ausgestattetes Fahrwerk eines Luftfahrzeugs
EP2925606A1 (de) Radmotorisierungssystem, insbesondere für ein flugzeugrad
EP3002215B1 (de) Fahrwerk eines luftfahrzeugs
FR3062882B1 (fr) Systeme propulsif d'un helicoptere monomoteur
FR3116578A1 (fr) Dispositif d’entraînement électrique d’un essieu d’un véhicule
EP3254878A1 (de) Drehmomentübertragungsvorrichtung, insbesondere für kraftfahrzeug
CA3040559A1 (fr) Atterrisseur d'aeronef a partie inferieure orientable et dispositif d'orientation simplifie
EP0938627B1 (de) Brennkraftmaschine
WO2016066331A1 (fr) Dispositif de transmission de vitesse pour le déplacement d'un véhicule automobile, notamment d'un véhicule motorisé à au moins deux roues, et groupe motopropulseur utilisant un tel dispositif
FR2539358A1 (fr) Mecanisme d'entrainement des roues avant et arriere d'un vehicule a moteur
EP1509705A1 (de) Stellglied mit zwei motoren, einem untersetzungsgetriebe und einem drehmomentbegrenzer
WO2016087434A1 (fr) Dispositif de transmission de vitesse pour le déplacement d'un véhicule automobile, notamment d'un véhicule motorisé à au moins deux roues, et groupe motopropulseur utilisant un tel dispositif en particulier pour un véhicule hybride
FR3017544A1 (fr) Dispositif d'entrainement de broyeur a cylindres verticaux
FR2771153A1 (fr) Reducteur epicycloidal ou cycloidal et articulation de robot equipee d'un tel reducteur
EP3409977B1 (de) Reversibles mechanisches leistungsübertragungsmodul, und luftfahrzeug
EP3333440B1 (de) Drehmomentübertragungsvorrichtung, insbesondere für kraftfahrzeug
EP0490755B1 (de) Antriebssystem zwischen einer Antriebswelle und zwei angetriebenen Einheiten, insbesondere für ein Drehflügelflugzeug
FR2587064A1 (fr) Demarreur a air comprime a engrenage, pour la mise en marche d'un moteur d'entrainement.
FR2750184A1 (fr) Synchroniseur compact pour boite de vitesses, notamment de vehicule automobile
FR2959291A1 (fr) Differentiel autobloquant
WO2023073142A1 (fr) Dispositif d'entrainement en rotation d'une roue comprenant un moteur hydraulique a pistons radiaux et des moyens de verrouillage des pistons en position rentree
WO2016005135A2 (fr) Actionneur electromecanique a dispositif de freinage double fonction
WO2023011964A1 (fr) Groupe motopropulseur pour véhicule automobile à propulsion ou traction hybride comprenant un mécanisme de blocage du moteur thermique
FR2865188A1 (fr) Dispositif d'actionnement comprenant des moyens autonomes de blocage des arbres d'entrainement
FR3126146A1 (fr) Dispositif de couplage d’arbres rotatifs

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19990607

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FI GB GR IE IT LI LU MC NL PT SE

RIN1 Information on inventor provided before grant (corrected)

Inventor name: DESCLAUX, MICHEL

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

Owner name: PIGOT, XAVIER

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

17Q First examination report despatched

Effective date: 20011031

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

Owner name: PIGOT, XAVIER

Owner name: DESCLAUX, MICHEL

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Designated state(s): AT BE CH DE DK ES FI GB GR IE IT LI LU MC NL PT SE

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

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030813

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030813

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030813

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

BECA Be: change of holder's address

Owner name: *PIRISOT MARIE-HELENE EPOUSE DESCLAUXTOUS DEUX: 23

Effective date: 20030813

Owner name: *DESCLAUX MICHEL

Effective date: 20030813

BECH Be: change of holder

Owner name: *PIRISOT MARIE-HELENE EPOUSE DESCLAUX

Effective date: 20030813

Owner name: *DESCLAUX MICHEL

Effective date: 20030813

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: FRENCH

REF Corresponds to:

Ref document number: 69724139

Country of ref document: DE

Date of ref document: 20030918

Kind code of ref document: P

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

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031113

Ref country code: LU

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

Effective date: 20031113

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031113

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031113

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

Ref country code: MC

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

Effective date: 20031130

Ref country code: LI

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

Effective date: 20031130

Ref country code: CH

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

Effective date: 20031130

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: PARISOT, MARIE-HELENE, EPOUSE DESCLAUX

Owner name: DESCLAUX, MICHEL

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20031209

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

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20040113

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2205259

Country of ref document: ES

Kind code of ref document: T3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

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

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

26N No opposition filed

Effective date: 20040514

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

Ref country code: ES

Payment date: 20100525

Year of fee payment: 13

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

Ref country code: IT

Payment date: 20100520

Year of fee payment: 13

Ref country code: DE

Payment date: 20100521

Year of fee payment: 13

Ref country code: AT

Payment date: 20100524

Year of fee payment: 13

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

Ref country code: BE

Payment date: 20100521

Year of fee payment: 13

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

Ref country code: GB

Payment date: 20100517

Year of fee payment: 13

BERE Be: lapsed

Owner name: *PIRISOT MARIE-HELENE EPOUSE DESCLAUX

Effective date: 20101130

Owner name: *DESCLAUX MICHEL

Effective date: 20101130

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20101113

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

Ref country code: BE

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

Effective date: 20101130

Ref country code: AT

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

Effective date: 20101113

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 69724139

Country of ref document: DE

Effective date: 20110601

Ref country code: DE

Ref legal event code: R119

Ref document number: 69724139

Country of ref document: DE

Effective date: 20110531

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

Ref country code: DE

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

Effective date: 20110531

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

Ref country code: GB

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

Effective date: 20101113

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

Ref country code: IT

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

Effective date: 20101113

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20120110

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

Ref country code: ES

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

Effective date: 20101114