EP0985809A2 - Moteur a combustion interne et a pistons "naida" - Google Patents

Moteur a combustion interne et a pistons "naida" Download PDF

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Publication number
EP0985809A2
EP0985809A2 EP99913782A EP99913782A EP0985809A2 EP 0985809 A2 EP0985809 A2 EP 0985809A2 EP 99913782 A EP99913782 A EP 99913782A EP 99913782 A EP99913782 A EP 99913782A EP 0985809 A2 EP0985809 A2 EP 0985809A2
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EP
European Patent Office
Prior art keywords
engine
cylinders
cooling jacket
cooling
cylinder
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Withdrawn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
EP99913782A
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German (de)
English (en)
Other versions
EP0985809A4 (fr
Inventor
Viktor Naida
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Individual
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Individual
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Publication date
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Publication of EP0985809A2 publication Critical patent/EP0985809A2/fr
Publication of EP0985809A4 publication Critical patent/EP0985809A4/fr
Withdrawn legal-status Critical Current

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    • 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 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/04—Cylinders; Cylinder heads  having cooling means for air cooling
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • 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

Definitions

  • the present invention relates to the field of mechanical engineering, and more specifically, to the field of engine building, and can be employed in the power plants of the automobiles, tractors, and other transport vehicles as well as in the stationary power installations.
  • the prior art constructions comprise R. Diesel piston-type two-stroke and four-stroke internal combustion engines with a thermo-dynamic cycle (diesel engines), e.g. two-stroke engine YaAZ 204, four-stroke engines: in-line engine D 260T, V-type engine YaMZ 240 B /R. 1, p. 322) as well as H. Otto engines with a thermo-dynamic cycle (gasoline engines: carburettor engines and direct-injection engines), e.g. Mercedes Benz C 230 /R. 9, p.
  • camshafts with shaped cams and with tappets, push rods, rockers in combination with springs of the valves located in the body or in the cylinder heads, a drive for rotation of the distribution devices from the crankshaft made in the form of a gear or chain transmission /R. 1, p.
  • a radiator located mainly separately from the body, and an engine cooling jacket made in the body or in the block and heads of the cylinders, with enclosure of the cylinders whose spaces form a common closed space, being hermetically sealed at an elevated pressure, which is filled with a cooling medium
  • a pump located in the body or in the engine cylinder block, with the drive of rotation from the crankshaft, intended for forced circulation of the cooling medium in the space of the cooling jacket and radiator
  • a fan installed in the vicinity of the radiator, mainly on the body, being rotated by the crankshaft for intensive removal of heat from the cooling medium in the radiator and its dissipation into the atmosphere by means of an air flow being produced
  • a compressor located, e.g.
  • the working cycle of a two-stroke engine comprises the first stroke of admission into the cylinder with injection and compression therein of a charge of air or fuel-air mixture and the second stroke with burning, expansion of the working medium and working travel, release of the exhaust gases, and scavenge of the cylinders, being matched up with the piston travel.
  • the working cycle of the four-stroke engines is as follows: the 1st stroke - admission into the cylinder with injection of the atmospheric air or fuel-air mixture; 2nd stroke - compression of the air with supply of fuel and its self-ignition or compression of the fuel-air mixture and its forced ignition; 3rd stroke - burning, expansion of the working medium and working travel; 4th stroke - release of the exhaust gases into the atmosphere (with use of their residual energy for rotation of the turbo-supercharger or with other use of this energy, or without its use at all), with cylinder scavenge terminating in the 1st stroke.
  • the full working cycle is accomplished in one turn, and during operation of the four-stroke engines, the full working cycle is accomplished in two turns of the crankshaft by opening and closing the admission and exhaust valves in accordance with the angle of turn of the crankshaft through the use of the distribution devices with the control members provided with definite shapes for this purpose and with definite mutual location, as well as through the use of the valve actuating gears being jointly actuated by the crankshaft through the medium of the distribution device rotation drive having a gear ratio: 2:S, where S is the number of the engine strokes.
  • Engine cooling is accomplished through removal of heat from the walls and heads of the cylinders by the cooling medium circulating in the space of the cooling jacket, with its subsequent transfer and dissipation via the radiator into the atmosphere.
  • the engine cooling conditions are adjusted (to prevent engine overcooling during its starting and operation at a partial load) by automatic disconnection of the fan and by selection of a small circulation pattern through the use of a thermostat /R. 1, p. 151-165/.
  • the carburettor engines are supercharged by supply of the compressed air either before or after the carburettor /R. 1, p. 287; R. 2, p. 169, Fig. 85).
  • the supercharging pressure is adjusted at various loads of diesel and carburettor engines through the use of automatic control devices, e.g. through diversion of the exhaust gas flow direction to bypass the turbine nozzle diaphragm assembly /R. 1, p. 289/, and cooling of the air which is being injected (for increase of charge density) is accomplished by letting the air flow through a heat exchanger before its supply into the cylinders, with dissipation of the heat energy into the atmosphere /R. 5, p. 165-170/.
  • the engine comprises a body with liner cylinders and pistons, a crankshaft located in the body and hinged to the pistons through the medium of connecting rods making reciprocating pumping actions when the crankshaft rotates, a cylinder head provided with admission and exhaust passages, admission and exhaust valves located in the cylinder head overlapping the respective passages, a distribution device comprising a camshaft with shaped cams and a valve actuating gear comprising tappets, push rods, rockers located in the body and in the cylinder head, said distribution device being connected with the crankshaft through the medium of a gear-type drive of rotation with a gear ratio of 1:2 for opening and closing the valves in accordance with the angle of turn of the crankshaft, thereby providing for admission of atmospheric air into the engine cylinders in the first stroke of admission, hermetic sealing of their working spaces in the second stroke of compression and in third stroke of working travel, and release of the exhaust gases in the fourth stroke.
  • the engine comprises a cooling jacket being hermetically sealed at an elevated pressure, which is provided in the body and in the head of the cylinders with enclosure of the latter, as well as a radiator whose spaces are filled with the cooling fluid, said spaces being interconnected by branch pipes, a built-in pump intended for forced circulation of the cooling liquid and a fan which are attached to the body and are provided with a belt drive from the crankshaft for cooling the fluid in the radiator, as well as a thermostat for adjustment of the cooling conditions.
  • the engine is provided with a turbo-supercharger located on the body thereof which is rotated by the exhaust gases and is connected by air paths with admission valves for injection of the air, thereby increasing the pressure and density of a charge.
  • the disadvantages of this construction include insufficiently high indicator of economical operation of the engine as well as an increased content of the toxic substances in the exhaust gases because of imperfection of the working cycle (incomplete combustion of the fuel, a high degree of the residual gases in the cylinders, and insufficiently high thermal efficiency of the engine) caused, in the general case, by shortage of the conditions and time provided in the working cycle for fine evaporation of the fuel and for a more thorough mixing of the components of the fuel-air mixture in combination with shortage of the time and piston travel in the working cycle for more complete utilization of the work of the working medium being expanded and for more complete cleaning of the cylinders from the exhaust gases as well as because of considerable losses of the heat via the cooling medium and with the exhaust gases into the environment comprising in the total 53 % of the heat produced during fuel combustion /R.2, p. 147, Table 9).
  • turbo-supercharger with the automatic control of the pressure at which the air is injected into the cylinders in various engine operating conditions substantially improves the engine economical operation indicators and reduces the level of harmful releases into the atmosphere in comparison with the engines which are not supercharged but this is accomplished only through complication of the engine construction and without a considerable increase of the thermal and indicated efficiency because of the remaining heat losses into the cooling system which are not changed (23 %) /R. 2, p. 147, Table 9) and acquired pump losses in the turbo-supercharger.
  • the need of utilization of the energy of the exhaust gases arises from incomplete utilization of the energy of the working medium being expanded in each working stroke of the pistons in the engine cylinders.
  • Another considerable disadvantage of such an engine consists in increased complexity of the construction caused by the irrational use of the pumping capabilities of own working cylinders which leads to installation of additional pumping units, such as a pump and a cooling system fan, a supercharging turbine and compressor, with their pumping losses and mechanical losses in their drives, which reduce the total efficiency by 5-10 % /R. 2, p. 183/.
  • additional pumping units such as a pump and a cooling system fan, a supercharging turbine and compressor
  • Provision of the additional pumping units complete with their drives, as well as provision of a cooling system radiator, heat exchanger, and in some cases, compressor plant for production and accumulation of the compressed air feeding the pneumatic systems of the transport vehicles e.g. in the brake drives, in the hydro-pneumatic boosters of various kinds of the actuators, in the car interior air conditioners, and in the pneumatic suspensions
  • the pneumatic systems of the transport vehicles e.g. in the brake drives, in the hydro-pneumatic boosters of various kinds of the actuators, in the car interior air conditioners, and in the pneumatic suspensions
  • an intra-cycle system intended for cooling and supercharging of cylinders before the beginning of the admission stroke and controlled by a common distribution device is provided in a piston-type internal combustion engine with a cooling jacket instead of an independent (external) cooling and supercharging system, said cooling jacket being hermetically sealed and filled with air or fuel-air mixture.
  • the system can comprise one or several additional passages between each cylinder and cooling jacket, said passages being provided with valves connected with a common distribution device.
  • valves can be connected with the distribution device by means of additional control members, the ratio of the drive for rotation of the distribution device from the crankshaft being accordingly changed.
  • a supercharging injector can be successively connected to the inlet passage.
  • the injector can be located in the cylinder head, directly at the inlet of the cylinder.
  • the engine can comprise a receiver connected with the cylinders and cooling jacket via air ducts with the valves which are automatically controlled by the pressure transducers located in the admission passage and in the cooling jacket for improvement of engine pick-up and facilitation of its starting.
  • the problem is solved by that substantial changes and amendments are introduced in the known engine comprising one or several working cylinders with pistons located in the body or in the cylinder block connected with the body, a crankshaft located in the body and hinged to the pistons by means of connecting rods, said pistons making reciprocating pumping actions in the cylinders during crankshaft rotation, one or several cylinder heads with admission passages for supply of the atmospheric air or fuel-air mixture into each cylinder and with exhaust passages for release of the exhaust gases from the cylinders, admission and exhaust valves located, e.g. in the cylinder heads with overlapping of the respective passages, one or several distribution devices, e.g.
  • camshafts with control members comprising shaped cams and with valve actuating gears comprising, e.g. tappets with push rods, rockers and valve springs located, e.g. in the body or in the cylinder heads and connected with the crankshaft by means of a drive of rotation comprising, e.g.
  • valves being opened and closed in accordance with angle of turn of the crankshaft, thus providing for admission of the atmospheric air or fuel-air mixture into the cylinders in the first stroke of the working cycle, hermetic sealing of the working spaces of the cylinders during compression and working travel, and release of the exhaust gases from the cylinders after completion of combustion and execution of the expansion work by the gases, as well as an engine closed cooling jacket which is hermetically sealed when the pressure therein exceeds the atmospheric pressure, said cooling jacket located in the body or in the block and in the cylinder heads with enclosure of the cylinders being filled with a cooling medium, namely:
  • the engine is provided at least with one injector per cylinder, comprising an inlet, an active gas path with nozzles, a mixing chamber, and an outlet diffuser, which are connected in series with the admission passage, the active gas path thereof being connected via the additional passage with the cooling jacket so that the atmospheric air supplied over the admission passage is injected into the working space of the cylinder, with increase of the air temperature, rate of flow and pressure at the expense of the energy of the flow of the compressed and heated cooling medium moving from the cooling jacket and flowing via the nozzles into the mixing chamber in the first stroke of the working cycle, when the admission and additional valves are open.
  • the internal surfaces of the cooling jacket and of the additional passages connecting the cylinder spaces with the space of the cooling jacket have a joint volute configuration and the communicating adjacent chambers have an opposite helical shape, thus providing for a directional movement of the cooling body being supplied into the cooing jacket tangentially to the external surfaces of the cylinders, with forced cooling of the surfaces exposed to the maximum thermal loads, which are adjacent with their working spaces and exhaust passages.
  • the latter is provided with a receiver connected, e.g. in parallel with the space of the cooling jacket, which comprises a chamber being hermetically sealed at an elevated pressure, a pressure path accommodating a pressure valve, e.g. a pneumatically controlled automatic pressure relief valve, which communicates the receiver space with the working spaces of the cylinders, as well as a discharge path accommodating a discharge valve, e.g.
  • a pressure valve e.g. a pneumatically controlled automatic pressure relief valve
  • a pneumatically controlled automatic pressure relief valve which communicates the receiver space with the space of the cooling jacket and supplies the compressed air from the working cylinders into the receiver after preliminary filling of the cooling jacket, accumulation of the compressed air in the receiver, and release of the compressed air from the receiver into the cooling jacket with the increase of the supercharging pressure and with simultaneous increase of the engine cooling intensity by the commands delivered to the respective valves, and at excessive pressures in the respective spaces.
  • the engine comprises a body 1 (Fig. 1) with liner cylinders 2, pistons 3, a crankshaft 4, connecting rods 5, a cylinder head 6 with admission passages 7 (Figs 2, 3, 4) and exhaust passages 8, admission valves 9 (Figs 3, 4) and exhaust valves 10 (Fig. 1, 4), two camshafts 11 and 12 (Fig.
  • the engine operates as follows.
  • the cylinder In the first stroke of the working cycle, when the piston 3 moves downward from TDC and the admission valve 9 and additional valve 24 (Figs 3, 4) are open, the cylinder is filled with a charge of the atmospheric air over the admission passage 7 and with a charge of the cooling medium (air or fuel-air mixture) fed from the cooling jacket over the supercharging passage 22, which communicate in the mixing chamber 27 of the injector 25.
  • the compressed and heated cooling medium while executing the work of expansion in the injector, liberates a part of its energy to the atmospheric air, thus increasing its pressure and rate of its flow and exchanging heat therewith, which promotes maintenance of a stable temperature and density of the total charge and, accordingly, full-valued filling of the cylinder.
  • the diffuser 28 of the injector the total charge flow is retarded also with a certain increase of its pressure.
  • the exhaust valve 10 (Figs 1, 4) opens and the exhaust gases are displaced by the piston out of the cylinder into the exhaust passage 8, with the use of the gas residual pressure for overcoming the resistance to exhaust, like in the analogs.
  • the cylinder In the first additional stroke, when the piston moves downward from TDC, the cylinder is at first scavenged with certain overlapping of the operation of the exhaust and admission valves at the beginning of the stroke, and then the atmospheric air is sucked into the cylinder via the admission passage 7 (Figs 3, 4), when only the admission valve 9 is open, like in the first stroke of the analogs, or the atmospheric air is sucked without the scavenge, or with the scavenge lasting for a shorter time, for re-circulation of the incomplete combustion products in the subsequent strokes. Admission of a new portion of the cooling medium from the atmosphere is accompanied with primary cooling of the cylinder whose internal surface is blown by the atmospheric air. In this stroke, there can be accomplished, e.g. preliminary preparation of the fuel-air mixture.
  • An ordered directional motion of the cooling medium in the cooling jacket is promoted by a respective helical shape and joint volute configuration of the additional cooling passages and communicating chambers enclosing the cylinder liners.
  • a complete working cycle of the engine cylinder is accomplished in three revolutions of the crankshaft (1080°).
  • the approximate sequence of work of the cylinders of a four-cylinder engine, with mutual location of the crankpins in conformity with the diagram shown in Fig. 5, corresponds to the formula: 1-4-3-2.
  • the engine working strokes are alternated uniformly, every 270° of the angle of turn of the crankshaft, which facilitates its counterbalancing /R. 8, p. 266/.
  • the engine comprises one additional passage for each cylinder and one additional valve overlapping it, supercharging and cooling are accomplished by a flow of the air or fuel-air mixture in this passage in various directions: in one direction - for engine cooling, with opening of the additional vale in the sixth stroke, and in the opposite direction - for filling the cylinder with a new charge, with closing of this valve at the end of the first stroke, simultaneously with closing of the admission valve or somewhat in advance of its closing, thereby preventing the reverse flow of the air in the admission passage.
  • cooling and supercharging are accomplished in each cycle with one opening of the additional valve, and stagnation of the cooling medium caused by the inertia of its mass, when the cooling medium is quickly returned from the cooling jacket, is overcome due to vortex-type organization of its flow movement and its elasticity which allow for the return of the energy spent for compression with the minimum energy losses for temperature rise, which are further also partially returned in the form of the gas expansion work in the injector.
  • the cooling passage and the supercharging passage which is not provided with the injector
  • the atmospheric air will flow into the cylinder via the admission passage 7 (Fig. 4) and the cooing medium will flow from the cooling jacket via the supercharging passage 22 independently.
  • the additional valve 24 is opened with a certain delay relative to the opening of the admission valve 9 and is closed with a certain advance.
  • the cooling jacket When the engine is started without an excessive pressure in the cooling jacket, at first the cooling jacket is filled with the compressed air by the command to the supply valve 34 from the receiver 30 connected in parallel, and if there is no excessive pressure in the receiver either, the engine is started and begins to operate without supercharging. In this case, the pressure in the cooling jacket grows up due to the excess of the air or fuel-air mixture supplied into the cooling jacket in the second additional stroke over its consumption from the cooling jacket for filling each cylinder in the first stroke (e.g. at a low engine loading, as well as in virtue of the fact that the cylinder is simultaneously filled by the air from the atmosphere). Filling of the receiver with the compressed air (without formation of the fuel-air mixture) is accomplished via the pressure path 31 by the command to the pressure valve 33, after the pressure of the cooling medium in the cooling chamber reaches the value required for the given loading conditions.
  • Accumulation of the compressed air in the receiver provides, on the one hand, for prevention of stagnation of the cooling medium in the cooling jacket and, accordingly, prevention of the hazard of engine overheating at a partial load, and on the other hand, it provides for making a reserve of the compressed air for its utilization when starting the engine and sharply increasing the engine load by bleeding it from the receiver via the discharge path 32 into the cooling jacket by the command to the discharge valve 34, with simultaneous rise of the supercharging pressure and achievement of non-inertia supply of an additional air mass for combustion of the additional fuel mass, with a rapid increase of power and prevention of incomplete combustion of the fuel, as well as, for example, for maintenance of the required pressure in the vehicle pneumatic system.
  • the engine temperature conditions are less intensive in comparison with the analogs.
  • the possibility of stabilization of the engine temperature in various operating conditions is facilitated and it becomes possible to cool the engine without dissipation of the excessive heat into the atmosphere.
  • the cooling medium is contained in the cooling jacket at an excessive pressure (excessive density and heat capacity) and is being continuously exchanged, similar to the engines with the direct-flow cooling systems, it becomes possible to utilize the cooling medium with less heat capacity, without the need of its cooling to the original temperature, like in the analogs with loop circulation.
  • the employment in the engine construction of a jet pump for injection of the atmospheric air into the cylinders at the expense of the energy of the preliminarily compressed and pre-heated cooling medium allows for conversion of the excessive thermal energy thereof into the kinetic energy of the atmospheric air flow in the admission passage and for the increase of its pressure, as well as for the heat exchange with this air flow, thereby maintaining an acceptable and stable temperature and density of the charge at various operating loads of the engine and at various speeds of its rotation, without reduction of engine cylinder filling efficiency in comparison with the analogs.
  • Automatic increase of the cooling intensity with the growth of the engine speed of rotation due to passage of a greater mass of the cooling medium through the cylinders and cooling jacket per unit time including increase of the cooling intensity resulting from the rise of the supercharging pressure and density of the cooling medium, limits heating of the engine in the upper range of its working temperatures at increase of the load and at respective combustion of a greater amount of fuel (fuel enrichment) which also promotes maintenance of a stable working temperature of the engine.
  • the working cycle of the engine construction according to the invention is close with respect to the heat exchange conditions to an ideal working cycle of the adiabatic engine /R. 2, p. 150) which is characterized by absence of heat exchange with the environment in the process of expansion of the working medium.
  • a relative decrease, in comparison with the analogs, of the power-to-volume ratio because of the increase of the engine working cycle by two strokes is partially compensated by reduction of the irrational losses and by the respective increase of the full efficiency of the engine, while the remaining part of this decrease can be compensated for by a certain increase of the air or fuel-air mixture pressure which is easily achieved in the engine construction according to the invention and which substantially increases the engine power /R. 1, p. 287/.
  • the working process in the four-stroke (2+2) engine is similar, with an additional double travel of the piston, and accordingly with two additional cooling and supercharging strokes.
  • the full working cycle of this engine is accomplished in two turns of the crankshaft, with the distribution device gear ratio of: 1:2.
EP99913782A 1998-03-10 1999-03-01 Moteur a combustion interne et a pistons "naida" Withdrawn EP0985809A4 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
RU98104311A RU2132954C1 (ru) 1998-03-10 1998-03-10 Поршневой двигатель внутреннего сгорания найда
RU98104311 1998-03-10
PCT/RU1999/000070 WO1999046490A2 (fr) 1998-03-10 1999-03-01 Moteur a combustion interne et a pistons ?naida?

Publications (2)

Publication Number Publication Date
EP0985809A2 true EP0985809A2 (fr) 2000-03-15
EP0985809A4 EP0985809A4 (fr) 2004-06-23

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EP99913782A Withdrawn EP0985809A4 (fr) 1998-03-10 1999-03-01 Moteur a combustion interne et a pistons "naida"

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EP (1) EP0985809A4 (fr)
JP (1) JP2000516686A (fr)
RU (1) RU2132954C1 (fr)
WO (1) WO1999046490A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2850705A1 (fr) * 2004-01-30 2004-08-06 Pierre Albert David Un moteur thermique a 2 ou 4 temps fonctionnant avec une distribution "mecano-fluide" a 3 circuits distincts et successifs
US10770816B2 (en) 2017-08-01 2020-09-08 Aptiv Technologies Limited Connector assembly and seal

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2663314C1 (ru) * 2017-03-21 2018-08-03 Игорь Иванович Линич Двигатель внутреннего сгорания
RU190215U1 (ru) * 2018-09-19 2019-06-24 Публичное акционерное общество "Автодизель" (Ярославский моторный завод) Тракторный дизельный двигатель
CN112282957B (zh) * 2020-11-11 2022-08-19 西华大学 一种二冲程航空活塞发动机性能优化的热管理系统与方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB145533A (en) * 1914-01-14 1921-05-12 Friedrich Kuers Improvements in a process for cooling internal combustion engines by air
DE605412C (de) * 1933-02-05 1934-11-15 Henschel & Sohn A G Kuehleinrichtung fuer Zwei- oder Viertaktbrennkraftmaschinen, vornehmlich von Fahrzeugen

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3302604A1 (de) * 1983-01-27 1983-09-22 Plottek, Horst, 4358 Haltern Brennkraftmaschine mit sechs takten
DE3324137A1 (de) * 1983-07-05 1985-07-18 Emil 7500 Karlsruhe Kovacs Sechstaktmotor
DE3406732A1 (de) * 1984-02-24 1985-08-29 Reinhard 3501 Ahnatal Bennedik Arbeitsverfahren fuer hubkolbenverbrennungskraftmaschinen mit innerer verbrennung und verbrennungskraftmaschine dafuer
JPH0196430A (ja) * 1987-10-07 1989-04-14 Honda Motor Co Ltd 内燃機関の燃料供給方法及び燃料供給装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB145533A (en) * 1914-01-14 1921-05-12 Friedrich Kuers Improvements in a process for cooling internal combustion engines by air
DE605412C (de) * 1933-02-05 1934-11-15 Henschel & Sohn A G Kuehleinrichtung fuer Zwei- oder Viertaktbrennkraftmaschinen, vornehmlich von Fahrzeugen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO9946490A2 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2850705A1 (fr) * 2004-01-30 2004-08-06 Pierre Albert David Un moteur thermique a 2 ou 4 temps fonctionnant avec une distribution "mecano-fluide" a 3 circuits distincts et successifs
US10770816B2 (en) 2017-08-01 2020-09-08 Aptiv Technologies Limited Connector assembly and seal

Also Published As

Publication number Publication date
WO1999046490A2 (fr) 1999-09-16
WO1999046490A3 (fr) 1999-11-25
WO1999046490B1 (fr) 1999-12-29
JP2000516686A (ja) 2000-12-12
RU2132954C1 (ru) 1999-07-10
WO1999046490A9 (fr) 2000-03-02
EP0985809A4 (fr) 2004-06-23

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