EP0965738A1 - Moteur diesel - Google Patents

Moteur diesel Download PDF

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Publication number
EP0965738A1
EP0965738A1 EP98810548A EP98810548A EP0965738A1 EP 0965738 A1 EP0965738 A1 EP 0965738A1 EP 98810548 A EP98810548 A EP 98810548A EP 98810548 A EP98810548 A EP 98810548A EP 0965738 A1 EP0965738 A1 EP 0965738A1
Authority
EP
European Patent Office
Prior art keywords
piston
slide
cylinder liner
cylinder
diesel 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.)
Withdrawn
Application number
EP98810548A
Other languages
German (de)
English (en)
Inventor
Herbert Zehnder
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.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz AG
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 Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to EP98810548A priority Critical patent/EP0965738A1/fr
Priority to EP99810437A priority patent/EP0965739A3/fr
Priority to JP11151526A priority patent/JP2000054844A/ja
Priority to CN99108389A priority patent/CN1239180A/zh
Priority to KR1019990022278A priority patent/KR20000006194A/ko
Priority to PL99333742A priority patent/PL333742A1/xx
Publication of EP0965738A1 publication Critical patent/EP0965738A1/fr
Withdrawn legal-status Critical Current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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • 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 
    • F02F1/18—Other cylinders
    • F02F1/22—Other cylinders characterised by having ports in cylinder wall for scavenging or charging
    • 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
    • F01L5/00—Slide valve-gear or valve-arrangements
    • F01L5/04—Slide valve-gear or valve-arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L5/06—Slide valve-gear or valve-arrangements with cylindrical, sleeve, or part-annularly shaped valves surrounding working cylinder or piston
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • 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
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the present invention relates to a diesel engine according to the Preamble of independent claim 1.
  • Modern, large two-stroke diesel engines usually have a longitudinal flushing of the Working cylinder. I.e. the purge air passes through purge slots in the Cylinder liner into the cylinder space as soon as the piston is below this flushing slot is located. The new, unused purge air flows through the Flushing slots in the cylinder liner and the combustion chamber and pushes the Exhaust gases through one or more exhaust valves in the cylinder cover Exhaust system.
  • the object of the present invention is, inter alia, to provide an engine for which the purge air does not enter even in the absence of a stuffing box Crankcase space can escape. According to the invention, such a Motor the features of the characterizing part of the independent claim 1 on.
  • the dependent claims relate to advantageous Embodiments of the invention.
  • the new motor according to the invention can, if the stuffing box is omitted be built lower. This is particularly advantageous for marine engines, if there is free space above the engine for repair and service work is necessary, may be smaller. If the piston rod is made of several parts is the removal and installation or replacement of the piston rod also at low clearance above the engine possible.
  • the diesel engine with a cylinder liner in which the piston moves, has a slide, which at the lower end of the cylinder liner adjoins, and together with the cylinder liner a slide valve forms.
  • the drive of the slide i.e. the back and forth movement, or the up and down Movement takes place in a diesel engine according to the invention with a separate drive, giving additional opportunities for improving the Efficiency opened.
  • variable control times of the flushing slide allow interaction with a variable control of the exhaust valve the optimal adjustment of the Motors to the respective power / speed combination regarding Fuel consumption and / or exhaust emissions.
  • Variable valve slider control times allow e.g. the extension of the Useful stroke to practically the full theoretical length.
  • the potential of Fuel consumption savings at nominal power should be around 3-4 g / kWh lie.
  • variable setting of the swirl with an upstream guide device in Flushing air flowing into the cylinder allows the engine to be optimally adjusted to changed operating points with regard to speed / power which is not with the Adaptation in the lower power range is to be confused.
  • the operation of the glandless motor is also relevant Oil household and oil maintenance that of a medium-speed Correspond to the plunger motor. It is conceivable that the cylinder lubrication according to the principle of the ZA40S engine can be done directly by the piston.
  • the cylinder running surfaces no longer communicate on the underside of the piston the purge air room. Condensates (water, sulphurous acid) and kickback exhaust gases from neighboring cylinders no longer have access and can no longer attack the cylinder surfaces.
  • the piston running behavior will adjust to that of a plunger engine. As Plunger engines are called engines in which the piston Sealing between the combustion chamber and crankcase takes over.
  • the slide is driven by the drive, e.g. can be hydraulic from the Cylinder liner moves away when the piston is in the lower area Dead center. This opens between the cylinder liner and Slide a ring-like opening, the purge gap, through which so-called purge air is fed to the cylinder space above.
  • the rinse gap is with the separate drive closes again when the piston moves towards moved to the top reversal point.
  • the slide can be removed from the cylinder jacket, when the piston is in the area of bottom dead center.
  • the purge air can through the slot between slide and cylinder jacket in the Flow cylinder space. If the outlet valve is also opened, the Flushed air flows through the cylinder chamber and become the Combustion gases / exhaust gases are expelled through the exhaust valve. Since the Function of the slide and the exhaust valve for the engine closely related linked, it can be structurally advantageous, for example to design the hydraulic drive of the slide and exhaust valve together.
  • the hydraulics for valve and slide can also be completely separate from each other be independent and operated by a higher-level controller.
  • One of the material of the cylinder liner can be used for the flushing slide different material can be selected, so that e.g. the one to be moved Mass is reduced.
  • This new design of the diesel engine is particularly suitable for slow-running, long-stroke two-stroke large diesel engines with longitudinal purge, as used in ships and for power plants to generate electricity.
  • the gland seal can be connected to the engine compartment omitted, which enables a lower design of the engine.
  • the piston 10 runs in a cylinder liner 11. In lowest part has the cylinder liner 11 rinsing slots 110, which from Piston 10 are released when it is at bottom dead center. The Purge air then flows (arrow) from the wash cabinet 110 'into the combustion chamber. The one below of the piston 10 lying part of the washing compartment 110 'is against the Crankcase space, or engine compartment 110 '' sealed with the stuffing box 12. The piston rod 13, which between the piston and crosshead (not shown) is arranged, runs in the stuffing box 12th
  • the cylinder liner 21 has no flushing slots at the bottom. On the other hand is below, after that Cylinder liner 21 has a flushing slide or slide 24, which is with the movement of the piston 20 down and up again.
  • the rinsing gap 210 between the cylinder liner opens and closes 21 and slide 24 through which the cylinder liner, cylinder space 22nd and flushing air flows through the combustion chamber.
  • Guide elements can be provided between the cylinder liner 21 and the slide 24 2124 (only shown in FIG. 4), which act as a guide and Holding elements for the piston rings 205 serve.
  • the guide elements 2124 stationary with the cylinder liner 21 be connected or the guide elements 2124 attached to the slide 24 be and join in the reciprocation.
  • An annular piston skirt 201 is attached to the piston 20.
  • the piston 20 with the piston skirt 201 is connected to the piston rod 23.
  • About one Channel 230 is pumped cooling oil into the interior of the piston 20.
  • the nozzles 202 inject the oil into the cooling holes 203 in the bottom of the piston 20.
  • the cooling oil through drainage channels 204 directly for the Lubricate the cylinder barrel and then use it in the engine compartment return. 2 on the one hand and in FIGS. 3 and 4 on the other hand Drain channels 204 arranged differently.
  • FIGS. 2 to 4 which schematically shows a new diesel engine the invention will show the movement and operation of the slide 24 explained.
  • the piston 20 moves downwards in FIGS. 2 to 4, or in 4 to 2 upside down.
  • the piston 20 moves with the lower control edge 206 onto the opposite edge 241 of the slide, the slide 24 begins gradually with the To move piston 20.
  • the slide 24 moving with the piston 20 moves downward from the cylinder liner 21.
  • Between Cylinder liner 21 and slide 24 open an annular gap 210 through the purge air (arrow) from the purge air space 211 into the cylinder space 22 or Combustion chamber can flow. If the slider 24 due to engine standstill Failure of the air spring 209 drops down, the annular gap can Guide webs 2124 are bridged, which the rebound of the piston rings Prevent 205 in the annular gap 210. If there are no guide ribs 2124 the piston rings 205 can only spring out into the annular gap 210, if the air spring 209 fails.
  • the piston 20 moves again towards the top dead center, it follows the slider 24, which is driven by the air spring 209, the piston 20 and closes the flushing gap 210 again. While the piston 20 is in the Cylinder liner 21 moved further toward top dead center, the slider 24 hits with a delay and is damped at the bottom of the cylinder liner 21. The annular gap 210 for the purge air is closed again. Of the Purge air space 211 remains against the crankcase space or the engine compartment constantly disconnected.
  • the slide 24 follows, driven by the air spring 209, the piston 20.
  • the slide 24 could also be a hydraulic Drive device (not shown in Fig. 3) are driven.
  • the acceleration and deceleration process of the Piston driven spool 24 described in detail.
  • the Acceleration of the slide 24 to the speed of the piston 20 takes place while the lubricating oil and located in the damping space 207 Possibly existing purge air, through the gaps from the annular space 207 is ousted.
  • the slider 24 is designed so that the upper and lower sides with Purge air are applied. If the top and bottom are in Have the same projected areas, the influence of Purge air pressure and in particular any change neutralized, i.e. They stay without affecting the movement of the slide 24.
  • the movement of the Slider 24 can through unevenly projected areas, resulting in a resulting force on the slide 24, in one or in the leads in the opposite direction, also in a desired manner to be influenced.
  • the flushing gap 210 with the vertical guide webs can be an adjustable one Wreath of baffles in front.
  • the in the cylinder chamber 22nd Incoming purge air can therefore be the respective operating state adjusted twist.
  • the cylinder surface is wetted intensively with lubricating oil.
  • the outflowing lubricating oil replicates sliding the control edge 206 of the piston support ring 208 past the Mating edge 241 of the slide 24, together with the air in the now closed damping volume 207 below the piston skirt 201 steaming mixture.
  • the piston shirt 201 serves as a centering element between the piston 20 and the piston support ring 208 and carries one Oil control ring.
  • the omission of the piston rod stuffing box 12 (FIG. 1) enables engines with a stroke-bore ratio of approximately 4: 1, the reduction in overall height of the engine by about 30% of the size of the cylinder bore, otherwise unchanged dimensions (relative push rod length).
  • the length of the Cylinder liner 21 can about by the elimination of the purge air slots 85% of the cylinder bore can be reduced.
  • the connecting screws between the piston rod 23 and the Piston support ring 208 is easily accessible from the crankcase.
  • the Connection can be disconnected for overhaul work, causing the There is no need to remove the piston rod.
  • the piston height is reduced theoretically the length of the piston rod.
  • the cylinder liner 21 and slide 24 be made of a material that against the lower, rather cool part of chemically corrosive acids such as sulphurous acid is particularly resistant.
  • the cylinder liner 21 as a separate one Component is described, the cylinder liner could of course also be part of the Engine blocks. If in connection with cylinder liner 21 or Piston 20 is spoken from below and above, so as in engine construction usual, the top dead center of the piston 20 as lying on top and the bottom Dead center of the piston 20 should be meant as below, regardless of the real position of the cylinders. The invention is for engines regardless of the number of cylinders.
  • the ring-like opening is the annular gap 210 with planes Boundary surfaces on the slide 24 and on the cylinder liner 21 shown.
  • the interface between the cylinder liner 21 and slide 24 could, however for example, viewed in a wavy, zigzag-like manner over the circumference run. It would also be conceivable to consider the separating surface, viewed radially, for example, step-like or wavy.
  • the flushing slide 24 is at the control edge 2421 by the air spring 26 pressed lower end of the cylinder liner 21 and closes the Purge air space 211 against the crankcase space 218, as long as the Flush slide 24 remains in this position.
  • the purge air space 211 thus remains against the crankcase 218 during the compression / expansion stroke closed.
  • the behavior is that of the classic Equal to plunger motors.
  • the piston 20 begins in Normal operation of the flushing slide 24, driven by in the circumference Control housing arranged hydraulic pistons 25 to move.
  • the Flush slide 24 detaches from the control edge 2421 of the cylinder liner 21 and opens an annular gap 210 through which the purge air from the purge air space 211 can flow into the cylinder chamber.
  • the annular gap 210 can be bridged by guide webs 2124, which Rebound of the piston rings in the transition between the sliding surfaces of the Prevent cylinder liner 21 and the flushing slide 24, this also for the Case when the purge slide 24 is at a standstill with the air spring 26 released drops and can no longer guarantee the guidance of the ring packet directly.
  • the flushing slide 24 is connected to the by a hydraulically controlled oil column Actuator piston 25, e.g. same as the exhaust valve (not shown). It is possible to vary the opening times of the flushing slide 24 to keep.
  • the piston 20 becomes lubricating oil from the crosshead via the piston rod 23 fed, which the cooling of the piston crown the same as with conventional Engines.
  • the cooling lubricating oil is, in contrast to the conventional one Type, no longer returned in the piston rod 23, but leaves the Working piston 20 through the piston support ring 204 and flows on the Cylinder liner 21, on the flush valve 24 and on Flushing pressure compensation housing over into the crankcase.
  • the oil serves the lubrication of the piston skirt 201 and the piston rings. It conserves the cylinder liner tread.
  • the flushing slide 24 is acted upon on the upper side by the annular surface of the diameter (d 2 -d 0 ) with the flushing air pressure. It is also subjected to the purge air pressure on the lower side by the same annular surface (d 2 - d 0 ), formed by the purge pressure compensation housing (8). At flushing slide 24, the same forces therefore act on flushing air pressure in the opposite direction, which cancel each other out. The dynamics of flushing slide 24 are not influenced thereby.
  • the flushing gap 210 is an adjustable ring of guide plates 212 radial upstream.
  • the purge air flowing into the cylinder can be a Twist adjusted for each operating point.
  • the piston skirt 201 serves as a centering between the piston crown and the Piston support ring and is, similar to the four-stroke engines of conventional Type, equipped with an oil scraper ring.
  • the omission of the piston rod stuffing box enables the overall height to be reduced by about 0.35 d 0 for engines with a stroke / bore ratio of 4: 1 while the main dimensions remain unchanged.
  • the length of the cylinder liner 21 can be shortened by about 0.85 d 0 compared to the conventional design by eliminating the purge air slots.
  • connection screws between the piston rod 23 and the piston support ring 208 are relatively accessible from the crankcase due to the omission of the piston rod stuffing box, in contrast to the conventional design.
  • the connection from the crankcase 18 can be released, which eliminates the need to remove the piston rod 23.
  • the piston height is reduced to the smallest possible dimension. The saving on the installation height corresponds theoretically to the length of the piston rod (4 to 5d 0 ).
  • the diesel engine especially such a large two-stroke diesel engine, comprises a cylinder liner 21 in which the piston 20 reciprocates emotional.
  • the slide 24 can be driven by the piston 20 to reciprocate become.
  • a first spring and / or Damping device 206 is arranged and there are further spring and / or Damping devices 207 are present, which the back and forth Movement of the slide 24 resiliently supported in the direction of movement or inhibit, and / or dampen.
  • the feather and / or Damping devices 206 can be at least partially pneumatic and / or work hydraulically.
  • Several spring and / or damping devices 207 can be supplied with purge air from the engine.
  • the slider 24 will for example with guide parts 2124 opposite the cylinder liner 21 guided.
  • the interface between slide 24 and cylinder liner 21 can be ring-like or be wavy. Slider 24 and cylinder liner 21 can be made of different materials.
  • In the purge air supply 211 for Cylinder chamber and combustion chamber 22 can have guide vanes 212, with preferably adjustable guide vanes can be arranged at one Diesel engine with oil-cooled pistons 20 can return channels 204 in the piston 20 can be provided directly in the cylinder space or in the crankcase lead below the piston 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP98810548A 1998-06-15 1998-06-15 Moteur diesel Withdrawn EP0965738A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP98810548A EP0965738A1 (fr) 1998-06-15 1998-06-15 Moteur diesel
EP99810437A EP0965739A3 (fr) 1998-06-15 1999-05-19 Moteur diesel
JP11151526A JP2000054844A (ja) 1998-06-15 1999-05-31 ディ―ゼルエンジン
CN99108389A CN1239180A (zh) 1998-06-15 1999-06-14 柴油机
KR1019990022278A KR20000006194A (ko) 1998-06-15 1999-06-15 디젤엔진
PL99333742A PL333742A1 (en) 1998-06-15 1999-06-15 Compression -ignition engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP98810548A EP0965738A1 (fr) 1998-06-15 1998-06-15 Moteur diesel

Publications (1)

Publication Number Publication Date
EP0965738A1 true EP0965738A1 (fr) 1999-12-22

Family

ID=8236137

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98810548A Withdrawn EP0965738A1 (fr) 1998-06-15 1998-06-15 Moteur diesel

Country Status (5)

Country Link
EP (1) EP0965738A1 (fr)
JP (1) JP2000054844A (fr)
KR (1) KR20000006194A (fr)
CN (1) CN1239180A (fr)
PL (1) PL333742A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1471228A3 (fr) * 2003-04-21 2011-06-15 Mitsubishi Heavy Industries, Ltd. Moteur à combustion interne ayant un dispositif de commande d'une soupape de balayage
CZ304349B6 (cs) * 2011-02-28 2014-03-19 Zdeněk Novotný Dvoudobý zážehový motor

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4696634B2 (ja) * 2005-03-28 2011-06-08 アイシン精機株式会社 エンジン駆動式空気調和機
JP6075086B2 (ja) * 2013-01-28 2017-02-08 株式会社Ihi ユニフロー掃気式２サイクルエンジンおよびユニフロー掃気式２サイクルエンジンの燃料噴射方法
JP6746268B2 (ja) * 2014-06-05 2020-08-26 三菱重工業株式会社 内燃機関およびこれを備えた船舶ならびに内燃機関の制御方法
EP3510259A4 (fr) * 2016-09-09 2020-05-27 JP Scope, Inc. Appareil à soupape à course variable pour un moteur à combustion interne
CN108661817B (zh) * 2018-05-10 2023-11-03 天津大学 可变扫气持续期的船用二冲程柴油机气缸套

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE858046C (de) * 1941-04-23 1952-12-04 Goetaverken Ab Steuerung fuer einfach wirkende Zweitaktbrennkraftmaschinen
JPS5638512A (en) * 1979-09-05 1981-04-13 Mitsubishi Heavy Ind Ltd Two-cycle internal combustion engine
JPS59192824A (ja) * 1983-04-16 1984-11-01 Hitachi Zosen Corp 内筒式掃排気管制弁
EP0397361A1 (fr) * 1989-05-09 1990-11-14 Isuzu Motors Limited Moteur calorifuge à deux temps
DE19700412A1 (de) * 1997-01-09 1997-07-31 Hermann Fazis Zweitakt-Dieselmotor mit Gleichstromspülung, mit Einlaßschieber und Auslaßventilen vom Arbeitskolben gesteuert
EP0851101A1 (fr) * 1996-12-24 1998-07-01 Wärtsilä NSD Schweiz AG Moteur diesel

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE858046C (de) * 1941-04-23 1952-12-04 Goetaverken Ab Steuerung fuer einfach wirkende Zweitaktbrennkraftmaschinen
JPS5638512A (en) * 1979-09-05 1981-04-13 Mitsubishi Heavy Ind Ltd Two-cycle internal combustion engine
JPS59192824A (ja) * 1983-04-16 1984-11-01 Hitachi Zosen Corp 内筒式掃排気管制弁
EP0397361A1 (fr) * 1989-05-09 1990-11-14 Isuzu Motors Limited Moteur calorifuge à deux temps
EP0851101A1 (fr) * 1996-12-24 1998-07-01 Wärtsilä NSD Schweiz AG Moteur diesel
DE19700412A1 (de) * 1997-01-09 1997-07-31 Hermann Fazis Zweitakt-Dieselmotor mit Gleichstromspülung, mit Einlaßschieber und Auslaßventilen vom Arbeitskolben gesteuert

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 5, no. 90 (M - 073) 12 June 1981 (1981-06-12) *
PATENT ABSTRACTS OF JAPAN vol. 9, no. 57 (M - 363)<1780> 13 March 1985 (1985-03-13) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1471228A3 (fr) * 2003-04-21 2011-06-15 Mitsubishi Heavy Industries, Ltd. Moteur à combustion interne ayant un dispositif de commande d'une soupape de balayage
CZ304349B6 (cs) * 2011-02-28 2014-03-19 Zdeněk Novotný Dvoudobý zážehový motor
US9175635B2 (en) 2011-02-28 2015-11-03 Zdenek Novotny Two-stroke spark-ignition engine

Also Published As

Publication number Publication date
CN1239180A (zh) 1999-12-22
KR20000006194A (ko) 2000-01-25
PL333742A1 (en) 1999-12-20
JP2000054844A (ja) 2000-02-22

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