EP1846646B1 - Moteur a combustion interne a rotor et a pistons - Google Patents

Moteur a combustion interne a rotor et a pistons Download PDF

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Publication number
EP1846646B1
EP1846646B1 EP06701294A EP06701294A EP1846646B1 EP 1846646 B1 EP1846646 B1 EP 1846646B1 EP 06701294 A EP06701294 A EP 06701294A EP 06701294 A EP06701294 A EP 06701294A EP 1846646 B1 EP1846646 B1 EP 1846646B1
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EP
European Patent Office
Prior art keywords
rotor
internal combustion
combustion engine
engine according
previous
Prior art date
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Not-in-force
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EP06701294A
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German (de)
English (en)
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EP1846646A1 (fr
Inventor
Ivaylo Sachariev Pelov
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Pelanel GbR Pelov Andreev & Dittmar
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Pelanel GbR Pelov Andreev & Dittmar
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Priority to PL06701294T priority Critical patent/PL1846646T3/pl
Priority to EP06701294A priority patent/EP1846646B1/fr
Publication of EP1846646A1 publication Critical patent/EP1846646A1/fr
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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
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • F02B57/08—Engines with star-shaped cylinder arrangements
    • 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
    • F01B13/00—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion
    • F01B13/04—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder
    • F01B13/06—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement
    • F01B13/068—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement the connection of the pistons with an actuated or actuating element being at the inner ends of the cylinders
    • 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
    • F01B15/00—Reciprocating-piston machines or engines with movable cylinders other than provided for in group F01B13/00
    • F01B15/02—Reciprocating-piston machines or engines with movable cylinders other than provided for in group F01B13/00 with reciprocating cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B73/00—Combinations of two or more engines, not otherwise provided for

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • radial engines in which the cylinders are arranged in a star shape with pistons and the piston rods drive a crankshaft.
  • a special form of the radial engine is the recirculation engine, in which the crankshaft is stationary and the cylinders rotate with pistons.
  • rotary engines such as the Wankel engine are known in which rotates in an ellipsoidal housing with epithrooid chambers, a rotor following the ellipsoidal shape.
  • the volume of the individual chambers is changed, and in one revolution of the rotor, the four strokes of the engine are completed, but not optimally segmented.
  • the ellipsoidal shape creates differences in chamber volume and so does the four cycles.
  • the object of the invention is to provide an internal combustion engine which achieves a high efficiency with a simple construction and smooth running. It is also an object of the invention to avoid the ellipsoidal shape with the aim of maximum chamber seals, to reduce vibrations to a minimum and to simplify the construction.
  • the additional smaller piston dampens pressure peaks and thus protects the mechanical moving parts, in particular the axle.
  • New here is also that the combustion of the air / gas mixture is no longer in the cylinders and thus the pistons no longer serve the drive directly, but the cylinders with pistons provide the additional combustion chamber with the compressed air / gas mixture.
  • the gas flowing out of the combustion chamber outside the rotor after ignition drives the rotor.
  • compression and combustion increases efficiency, reduces vibration and wear. Compressing and burning can be optimized in separate areas of the machine.
  • the rotor-piston internal combustion engine is characterized by having small outer mass, light in weight, but very powerful and yet economical, offers a wide range of engine power control, has low fuel consumption and fuels with higher ignition point such , As hydrogen, can burn.
  • the rotor-piston engine has a circular shape of the rotor and is constructed with offset from the center C axis. This eliminates the complicated ellipsoidal movement and allows a good seal of the individual working chambers.
  • the rotor-piston internal combustion engine consisting of three or more mutually parallel, cooperating liquid-cooled housings 1, has - according to the FIGS. 1 to 3 - Each a housing 1 to which a spark plug 2, an exhaust port 3 and a suction port 4 are mounted.
  • the rotor 5 is mounted with two sprockets 14.
  • the segments 9 are mounted on both sides of each individual working chamber 11 of the cylinder 6, which serve to seal these.
  • the parts of the cylinder 6, which are movably captured in the rotor 5, are spherical from the outside, which fulfills the function of a ball joint.
  • the cylinders 6 are radially movable and orbitally overflow and slide on the pistons 8 equipped with smaller pistons 13 (expanders), which in turn are sealed with the segments 9.
  • the pistons 8 are movable independently of each other, as on Fig. 2 shown, mounted axially.
  • the pistons 8 / I and 8 / III are stored in the housing 1 and the piston 8 / II is stored between and in pistons 8 / and 8 / III.
  • the bearing of the piston group 8 / I + II + III is offset from the center C of the rotor 5 in point B (offset center B, intersected by the axis 10).
  • the pistons 8 are axially immobile relative to the center B and orbital not overflow.
  • each piston is reached in the area where the exhaust expulsion begins ( Fig. 1 ).
  • the straight line passing through the center C of the rotor and through the offset center B shows exactly this area.
  • the combustion chamber 17 is at an angular distance of 30 °, precisely from this straight line in front of the exhaust port. Upon ignition of the fuel-air mixture in the combustion chamber 17, the piston 8 has not quite reached the top dead center.
  • the spherically movably received in the rotor 5 cylinder 6) act as balancing arms (Winkelkompensatoren), which compensate for the angular transitions to the various orbitalen positions, which are determined by the offset center B and the circular shape of the rotor 5.
  • a smaller piston 13 is structurally predetermined, by which the different load moments are compensated at the different predetermined powers up to the time of ejection of the exhaust gases.
  • This smaller piston 13 exerts no influence on the indicator voltage (pressure) formed in the working chamber 11.
  • the movement is transmitted tangentially by pressure on the rotor 5 in its direction of movement. This direction of movement is due to the construction of the combustion chamber 17 in the housing 1 and of the offset from the center C of the rotor 5 piston group, which in the housing. 1 Fig. 2 (Axis 10) stores, given.
  • the function of the motor is realized after switching on the starter and turning the rotor 5. Due to the structural differences in the distance from the periphery of the rotor 5 to the axis 10 offset from the center C, the cylinders 6 change the volume of the working chambers 11 and, depending on their points of contact, the five working processes (see Fig. 10 ) completed in one revolution of the rotor 5.
  • the ignition process at the position of the piston (8 / I, see Fig. 1 ), the working chamber 11 and the combustion chamber 17 in the housing 1 meet. At this moment, the fuel-air mixture in the working chamber 11 is maximally pressed. In the meeting with the combustion chamber 17, the fuel-air mixture is pressed into this and ignited immediately.
  • the resulting force F acts on the piston head 8 / I, respectively on the rotor 5.
  • the force F is distributed tangentially to the rotor 5 in its direction of movement and acts until the moment of expulsion of the exhaust gases through the adjustable discharge opening 3.
  • the working chambers 11 in the rotor 5 are positioned at an angular distance of 120 ° from each other.
  • the ignition process takes place three times (at an angular distance of 120 °) for one revolution of the rotor 5. This process takes place separately in each of the three housings 1 / R1, R2, R3 of the motor.
  • the complete motor consists of three or more housings 1 / R1, R2, R3, which are intermeshed by toothed gear 15a and operate synchronously.
  • the piston group 8 of each subsequent housing 1 is compared with the previous offset at a certain angle which is proportional to the number of housings 1 in the engine. With three housings 1, each subsequent piston group 8 is positioned offset by 40 ° with respect to the previous one.
  • the combination of different housing diameter sizes in the engine allows different power values per individual rotor 5 to be achieved.
  • the design thus specified gives, depending on the need and situation, the possibility of automatically selecting the number of housings 1 which participate in the working operation of the engine. As a result, one achieves a lower fuel consumption.
  • all housing 1, R1, R2, R3 participate in the working operation of the engine.
  • the rotor 5 At rest, the rotor 5 has a certain constructive mass, which has a smaller value overall than during rotation.
  • the space from the inside of the rotor 5 is once filled with oil.
  • centrifugal forces which distribute the oil on the inner wall of the rotor 5.
  • the rotor 5 has a structurally predetermined relief shape of the inner wall. This causes the sputtering of the oil back into the internal space of the engine. As a result, a new, larger value of the mass of the rotor 5 is produced during rotation. This allows low power consumption at engine startup and higher rotational torque during engine operation.
  • the invention belongs to the internal combustion engines of the rotor-piston type and can be used in automobile, aircraft and shipbuilding, for motorcycles, generators, pumps and for driving various transmissions and mechanisms.
  • the rotor 5 After starting the rotor-piston engine, the rotor 5 is set in a right rotational movement, wherein the volume of the working chamber 11 during the working process (ignition of the fuel-air mixture in the combustion chamber 17) remains constant.
  • the piston 8 does not make any return movement at this moment.
  • the pistons 8 serve only to suck in fuel-air mixture in the cylinders 6, and to press into the combustion chamber 17 and expel exhaust gases.
  • the entire piston group rotates about the axis 10, which is offset from the center C.
  • the ignition of the fuel-air mixture happens outside of the working chambers 11 namely in the combustion chamber 17.
  • the piston 8, which has pressed the fuel-air mixture into the combustion chamber 17, forms an angle of 70 ° to the rotor.
  • the resulting during detonation force F is directly distributed tangentially by pressure on the rotor 5.
  • the piston 8 is not set in return movement due to the detonation, as of the Fig. 1 and 3 seen.
  • Each individual piston 8 has a smaller piston 13, which absorbs part of the detonation force F at the first moment and thereby enables a balancing (compensation) the different strong detonations at a change in the position of the ejection port 3 or suction port 4 or the center B. It protects the combustion chamber 17 and also housing 1 thus from overloading.
  • the rotor-piston internal combustion engine consists of 3 rotors 5 and 3 piston groups 8/1, 8 / II, 8 / III with the associated cylinders 6, a total of 9 pistons 8.
  • Each piston 8 is positioned relative to the other constructively given that between they have an angle of 40 °. This means that when starting the engine, ignition is performed at intervals of 40 °. This angular distance is accordingly reduced in a possible execution of the engine with 4 rotors 5 proportional to 30 °. (For example: with 5 rotors 5 at 24 °)
  • a rotor-piston internal combustion engine has been developed by the invention, which performs no ellipsoidal motion compared to the Wankel engine and has constructive advantages.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (31)

  1. Moteur à combustion interne comprenant un rotor (5), monté tournant dans un carter (1) autour d'un axe central (C), et dans lequel sont disposés dans le même plan des cylindres (6) dans lesquels s'insèrent des pistons (8), dont les extrémités intérieures s'articulent sur un axe (B) disposé excentré,
    - les cylindres (6) étant montés chacun tournants, par leurs extrémités extérieures, dans le bord extérieur du rotor (5),
    - les cylindres (6) débouchant dans l'enveloppe extérieure du rotor (5),
    caractérisé en ce que
    - au moins une chambre de combustion (17) est disposée dans le carter (1), chambre dont l'extrémité intérieure débouche dans la paroi intérieure du carter qui entoure l'enveloppe extérieure du rotor (5), et
    - la chambre de combustion (17) est disposée sous un angle (α) de 45 à 90°, en particulier de 70 à 85°, par rapport au rayon du rotor (5), et que chaque piston individuel (8) présente un piston plus petit (13) en particulier à ressort, glissant dans la direction axiale, en particulier coaxiale, dans le fond de piston, en tant que compensateur de la dynamique pendant le processus de travail.
  2. Moteur à combustion interne suivant la revendication 1, caractérisé en ce que trois cylindres (6) avec pistons (8) sont disposés dans le rotor (5) avec un écart angulaire mutuel de respectivement 120°.
  3. Moteur à combustion interne suivant l'une des revendications 1 et 2, caractérisé en ce que, dans la direction de rotation du rotor (5), un orifice d'échappement des gaz (3) est disposé derrière la chambre de combustion (17), et en arrière de l'orifice d'admission (4), dans le carter (1) du moteur.
  4. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que le rotor annulaire (5) présente une denture intérieure, dans laquelle s'engage un pignon de sortie (15).
  5. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que la paroi extérieure cylindrique du rotor (5) présente des bosses et/ou creux pour le gaz se détendant dans la chambre de combustion (17).
  6. Moteur à combustion interne suivant la revendication 5, caractérisé en ce qu'un creux est formé par la sortie du cylindre (6).
  7. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que l'ouverture de passage, disposée dans la paroi extérieure cylindrique du rotor (5) et menant à l'espace intérieur (11) du cylindre (6), présente une surface de paroi intérieure pour le gaz se détendant dans la chambre de combustion (17).
  8. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que le rotor (5), les cylindres (6), les pistons (8) et la chambre de combustion (17) sont disposés dans un disque de carter (1) annulaire.
  9. Moteur à combustion interne suivant la revendication 8, caractérisé en ce que deux carters (1), ou plus, en forme de disques forment un moteur.
  10. Moteur à combustion interne suivant la revendication 9, caractérisé en ce que, en présence de trois disques de carter (1), la chambre de combustion (17) d'un disque de carter (1) est en déport d'en particulier 40° par rapport à la chambre de combustion d'un disque de carter (1) voisin.
  11. Moteur à combustion interne suivant l'une des revendications précédentes comprenant trois carters (1) ou plus, caractérisé en ce que les carters (1) sont refroidis par liquide, présentent des rotors circulaires (5) de diamètre égal, ainsi que des cylindres (6) à mobilité radiale, pivotant en transfert orbital autour de centres (7) dans les rotors (5) et glissant sur les pistons (8).
  12. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les pistons (8) sont à immobilité radiale, sans transfert orbital, et oscillent indépendamment les uns des autres autour de l'axe (10) en déport du centre (C).
  13. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les parties des cylindres (6), mobiles dans le rotor (5), sont sphériques du côté extérieur et présentent la fonction d'un joint à rotule.
  14. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les cylindres (6) avec les pistons (8) sont des compensateurs angulaires indépendants les uns des autres, qui compensent les transferts angulaires par rapport aux différentes positions orbitales prédéfinies par la forme ronde du rotor (5) et son centre en déport (B).
  15. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les pistons (8) sont montés indépendamment les uns des autres.
  16. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les volumes et le taux de compression des chambres de travail (11) sont modifiables par positionnement sélectif du centre (B) en déport par rapport au centre (C).
  17. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que l'arc (ℓ) , qui représente la distance de la chambre de combustion (17) jusqu'à l'orifice d'échappement des gaz (3), est réglable dans le secteur (Y), ce qui définit la valeur du travail A, produit en conséquence de l'action de la force d'explosion F sur le rotor (5) pour un angle de rotation (ϕ) défini.
  18. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les cinq processus admission (N), compression (M), travail (H), éjection des gaz d'échappement (E) et génération du vide se déroulent à l'intérieur d'une rotation de chaque rotor (5) dans le moteur.
  19. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que l'orifice d'admission (4) et l'orifice d'échappement des gaz (3) sont prédéfinis au plan de la construction de sorte que le début de l'admission du mélange air - carburant dans le premier secteur (X) et de l'éjection des gaz d'échappement dans le second secteur (Y), ainsi que la durée de ces processus, sont modifiables par le positionnement sélectif de ces orifices.
  20. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les carters (1) comportent des rotors (5), qui présentent chacun deux couronnes dentées (14), par lesquelles sont entraînables des engrenages (15) qui engrènent avec les rotors (5) suivants disposés parallèlement.
  21. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que chaque rotor (5) présente dans les carters d'extrémité (1, R1 et R3) des couronnes dentées (14), sur lesquelles engrènent les arbres de sortie (15) un au rapport de transmission (Z).
  22. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que le déplacement par engrenages (15a) et arbres de sortie (15) part de la périphérie du rotor (5) et non de son centre (C) .
  23. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les chambres de travail (11) de chaque rotor (5) ont un positionnement mutuel avec un écart angulaire de 120°, de sorte que le groupe de pistons (8) est en déport, dans chaque rotor suivant (5) du moteur, sous un angle défini qui dépend du nombre de rotors (5) utilisés, par comparaison avec le précédent.
  24. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que le nombre des carters (1) dans le moteur définit la fréquence des processus de travail pour une rotation.
  25. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que chaque carter individuel (1), y compris le rotor correspondant (5), présente un diamètre différent, ce qui permet une consommation de carburant sélective en cas de besoin, ainsi qu'une puissance dans un moteur complet.
  26. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce qu'il est prévu un remplissage d'huile de sorte que le rotor (5), à l'arrêt, a une masse plus petite que lors de sa rotation, par suite de la pulvérisation d'huile sur le côté intérieur du rotor (5), provoquée par la rotation.
  27. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que la paroi intérieure du rotor (5) présente, entre les couronnes dentées (14), un relief prédéfini par la construction qui permet un retour de la pulvérisation d'huile dans le compartiment moteur.
  28. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que chaque chambre de travail (11) de chaque rotor (5) effectue une rotation complète après le processus de travail allumage du mélange air - carburant jusqu'au processus de travail suivant allumage, de sorte qu'elle peut se refroidir suffisamment, ce qui rend ces chambres de travail (11) aptes à la combustion de carburants avec un point d'explosion relativement élevé.
  29. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé par des pistons annulaires (16), disposés parallèlement à chaque piston (8), montés dans les cylindres (6) et formant un compresseur, et par des chambres annulaires (18), desquelles mènent des canaux d'air au travers des cylindres (6) et du rotor (5), canaux qui se raccordent, pour un angle de rotation défini, à des canaux d'air dans le carter (1), l'air étant alors réparti en direction des zones où sont requis un refroidissement supplémentaire de la chambre de combustion (17) et une compression supplémentaire du mélange air - carburant.
  30. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les cylindres (6) se déplacent par rapport aux pistons (8) dans leur direction axiale par rapport à l'axe (B) excentré.
  31. Moteur à combustion interne suivant l'une des revendications précédentes, caractérisé en ce que les pistons sont immobiles dans leur direction axiale et les cylindres montent et glissent vers le bas dans leur direction axiale sur les pistons.
EP06701294A 2005-02-08 2006-01-16 Moteur a combustion interne a rotor et a pistons Not-in-force EP1846646B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL06701294T PL1846646T3 (pl) 2005-02-08 2006-01-16 Silnik spalinowy z wirującym tłokiem
EP06701294A EP1846646B1 (fr) 2005-02-08 2006-01-16 Moteur a combustion interne a rotor et a pistons

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP05002570 2005-02-08
EP06701294A EP1846646B1 (fr) 2005-02-08 2006-01-16 Moteur a combustion interne a rotor et a pistons
PCT/EP2006/000312 WO2006084542A1 (fr) 2005-02-08 2006-01-16 Moteur a combustion interne a rotor et a pistons

Publications (2)

Publication Number Publication Date
EP1846646A1 EP1846646A1 (fr) 2007-10-24
EP1846646B1 true EP1846646B1 (fr) 2011-08-17

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EP06701294A Not-in-force EP1846646B1 (fr) 2005-02-08 2006-01-16 Moteur a combustion interne a rotor et a pistons

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US (1) US7673595B2 (fr)
EP (1) EP1846646B1 (fr)
JP (1) JP2008530413A (fr)
AT (1) ATE520871T1 (fr)
ES (1) ES2371656T3 (fr)
PL (1) PL1846646T3 (fr)
RU (1) RU2392460C2 (fr)
WO (1) WO2006084542A1 (fr)

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ES396667A1 (es) * 1971-11-04 1974-05-16 Ferragut Rodriguez Maquina de embolos rotativos.
US3857371A (en) * 1973-06-04 1974-12-31 T Gibson Rotary internal combustion engine
US4166438A (en) * 1976-11-11 1979-09-04 Gottschalk Eldon W Machine with reciprocating pistons and rotating piston carrier
DE3531208A1 (de) * 1985-08-31 1986-02-27 Lorenz 7916 Nersingen Fetzer Verbrennungsturbinenmotor
US5365892A (en) * 1987-04-16 1994-11-22 Kienle Gerhard K Rotary internal combustion engine
JPH02101050U (fr) * 1989-01-30 1990-08-10
US5123394A (en) * 1990-05-23 1992-06-23 Warren Ogren Rotary reciprocating internal combustion engine
JPH05202759A (ja) * 1990-12-06 1993-08-10 Shizuo Kimura ピストンの下に付けたツバで吸入圧縮掃気工程を行なう２サイクルエンジン
DE4118938C2 (de) * 1991-06-08 1997-10-23 Ostermeyer Heinz Juergen Rotationsschwingkolbenmotor
FR2750162B1 (fr) * 1996-06-19 1998-09-11 Turbe Louis Charles Moteur rotatif
CN1093222C (zh) * 1999-04-08 2002-10-23 黄式彬 内燃机
US6253717B1 (en) * 1999-04-16 2001-07-03 Lonny J. Doyle Rotary engine
US6062175A (en) * 1999-04-20 2000-05-16 Huang; Shih-Pin Rotating cylinder internal-combustion engine
JP2004092483A (ja) * 2002-08-30 2004-03-25 Toyota Motor Corp エアモータ

Also Published As

Publication number Publication date
WO2006084542A1 (fr) 2006-08-17
PL1846646T3 (pl) 2012-01-31
RU2392460C2 (ru) 2010-06-20
ATE520871T1 (de) 2011-09-15
RU2007133506A (ru) 2009-03-20
EP1846646A1 (fr) 2007-10-24
US20080121207A1 (en) 2008-05-29
US7673595B2 (en) 2010-03-09
ES2371656T3 (es) 2012-01-05
JP2008530413A (ja) 2008-08-07

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