EP2643562A1 - Valve-free four-stroke combustion engine with axially opposed pistons - Google Patents

Valve-free four-stroke combustion engine with axially opposed pistons

Info

Publication number
EP2643562A1
EP2643562A1 EP11811196.2A EP11811196A EP2643562A1 EP 2643562 A1 EP2643562 A1 EP 2643562A1 EP 11811196 A EP11811196 A EP 11811196A EP 2643562 A1 EP2643562 A1 EP 2643562A1
Authority
EP
European Patent Office
Prior art keywords
valve
free
combustion engine
engine
pistons
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11811196.2A
Other languages
German (de)
French (fr)
Other versions
EP2643562B1 (en
Inventor
Albín ORTH
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP2643562A1 publication Critical patent/EP2643562A1/en
Application granted granted Critical
Publication of EP2643562B1 publication Critical patent/EP2643562B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/04—Rotary or oscillatory 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
    • 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
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0032—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block
    • F01B3/0044—Component parts, details, e.g. valves, sealings, lubrication
    • F01B3/007—Swash plate
    • 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
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/02—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis with wobble-plate
    • 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
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • F01B7/04—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on same main shaft
    • F01B7/06—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on same main shaft using only connecting-rods for conversion of reciprocatory into rotary motion or vice versa
    • 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
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/282—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders the pistons having equal strokes

Definitions

  • the invention concerns the design of an unconventional solution for combustion and compression ignition (CI) engines, through a simplification in their kinetic joints to increase their total efficiency.
  • CI combustion and compression ignition
  • Today's combustion engines apply the conversion of a piston's reciprocating linear motion into a rotation with the help of a crankshaft mechanism.
  • Expansion pressure produces force at the piston face, which is linearly reduced when the piston moves from the top dead centre (TDC) towards the bottom dead centre (BDC).
  • TDC top dead centre
  • BDC bottom dead centre
  • crankshaft mechanism distributes the expansion pressure on the piston so inexpediently that its maximum values at the TDC and after TDC create either no torque or only a minor one. This power only creates increased pressures in the connecting rod's bearings and the crankshaft.
  • the decisive indicator for judging combustion engines is fuel consumption per generated power unit, along with keeping to set emission limits, which will only tend to decline.
  • the FR 2732722 A1 solution involves pistons that are not opposed, which results in energy loss due to passive pressures. This solution also uses two cylinder heads with the consequence of a huge loss of energy. Side pressures at the cylinder walls occur during operation. The use of valves is assumed.
  • the inventor's task was to design a solution efficient in terms of torque transfer and simple in its construction.
  • valve-free four-stroke combustion engine with axially opposed pistons applies a periodical workflow like a conventional engine. Intake, compression, expansion and exhaust are performed during two revolutions of the crankshaft.
  • a pair of opposing cylinders and pistons located in the engine block hole forms one common combustion chamber - a so-called working unit.
  • the pistons' linear motion transforms to circular with the help of two inclined plates moving together with the shaft.
  • Working hemispheres slide along their inner surfaces and reversible hemispheres slide along their outer surfaces.
  • Hemispheres are placed in the ball joints of connecting rods and their instant centres of rotation are on the plate's corresponding surfaces.
  • the inclined plates, placed "against each other", begin to rotate, impacted by expansion forces driven from both pistons via connecting rods and their working hemispheres, using the principle of motion over a tilted plane.
  • the pistons and connecting rods move in reverse, the accumulated energy of the flywheel makes the reversible hemispheres slide along the inclined plates' outer surfaces.
  • the intake and exhaust processes are facilitated by the cylinders themselves. As cylinders rise from their cases a ring-shape vent is opened in a corresponding time interval on the side of either intake or exhaust. These vents are connected to the intake or exhaust pipe.
  • Cylinders rise either mechanically or electromagnetically.
  • the so-called overlap may be resolved by suitable "timing" of the cam disc functional surface.
  • the cam disc rotates by means of a planet gear mechanism connected to the shaft in the ratio 1 :2 and by means of an operating lever the cylinder is pushed up, which opens up the relevant vent. Cylinders are being pushed back into their cases by a spring.
  • the designed engine is simpler overall, and compared to a conventional engine it lacks cylinder heads, crankshaft and camshaft, including valves and their distribution mechanisms
  • FIG. 1 Schematic sectional view of two working units of the engine, with intake terminating in one unit and expansion occurring in the other unit simultaneously
  • FIG. 2 Longitudinal sectional view of the engine's working unit
  • Sectional view A - A runs radially through the engine's centre. From the functional aspect, the sectional plane divides it into two identical imaginary halves.
  • Sectional view B - B runs through the collecting ring-shape vent leading into the exhaust pipe
  • Sectional view C - C runs through the planet gear of cam disc 11 and operating lever 12
  • Sectional view D - D runs through inclined plate 2, connecting rod with cog 3 and its prismatic joint 9
  • the engineering solution of the designed valve-free four-stroke combustion engine with axially opposed pistons (Fig. 1 ) has two identical parts, namely the front and rear parts, mutually connected by the engine block 6 and the shaft 1, which is placed in the engine block 6 on two axially-radial bearings and horizontally running through the entire engine.
  • the cylinders 5 are inserted into the engine block 6 from both sides; the cylinders are placed so as to allow a sliding motion and are sealed against the block with suitable sealing. These cylinders 5 rest in casings pressed onto both sides of the engine block 6. Each cylinder 5 is held in its casing by a spring 13 against the guiding disc 16, which makes it possible for the cylinder 5 to move horizontally.
  • the space is filled in with coolant (ideally with the same type of oil as that used in the engine).
  • the shaft 1 runs freely through the middle of the guiding disc 16; the shaft has cogs that drive the cam disc H via satellites 10 at a revolution ratio of 1 :2.
  • the cam disc H moves the cylinder 5 by means of the operating lever 12 and opens the compression area at the desired interval.
  • Optimum distribution of expansion sequence in individual cylinders makes it possible to reach the cam disc H with several functional routes. This makes possible for the designer to choose a suitable side for intake or exhaustion.
  • Pistons 4 are fitted into cylinders from both sides and are joined to a connecting rod with cog 3 by means of a piston pin. From the inside, the connecting rod is equipped with a working hemisphere 7 and a reversible hemisphere 8 on the opposite side. Hemispheres 7 and 8 are placed in the rod's cog 3 in ball joints.
  • the saddle of reversible hemisphere 8 determines the free play between the inclined plate 2 and the two hemispheres 7 and 8, whose centres of tilting lie on the inner and outer surface of the plate 2.
  • the centres of both hemispheres 7 and 8 always lie in a straight line parallel to the axis of shift of the cylinder 5, the pistons 4 and the connecting rod 3, whose cog is placed in the prismatic joint 9 attached in the saddle of the guiding ring 14.
  • the rotating inclined plate 2 is levelled in the interior diameter of the guiding ring 14 whereby the movement of a connecting rod with cog 3 is limited and allows it to move only axially.
  • the engine space is closed by front disc 15 from the front part and from the back part by closing disc 17.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Transmission Devices (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

A valve-free four-stroke combustion engine with axially opposed pistons, characteristic in that it comprises an engine block (6) that contains sliding cylinders (5) with pistons (4) pin-fastened to connecting rods with cogs (3) with a working hemisphere (7) and a reversible hemisphere (8), which are in permanent sliding contact with the inclined plate (2) attached to a shaft (1).

Description

VALVE-FREE FOUR-STROKE COMBUSTION ENGINE WITH AXIALLY
OPPOSED PISTONS
Field of the invention
The invention concerns the design of an unconventional solution for combustion and compression ignition (CI) engines, through a simplification in their kinetic joints to increase their total efficiency.
Prior art
Today's combustion engines apply the conversion of a piston's reciprocating linear motion into a rotation with the help of a crankshaft mechanism.
Expansion pressure produces force at the piston face, which is linearly reduced when the piston moves from the top dead centre (TDC) towards the bottom dead centre (BDC). The same, but reversely oriented passive force impacts on the cylinder head.
The crankshaft mechanism distributes the expansion pressure on the piston so inexpediently that its maximum values at the TDC and after TDC create either no torque or only a minor one. This power only creates increased pressures in the connecting rod's bearings and the crankshaft.
Similarly at the bottom dead centre BDC and before BDC, the torque becomes geometrically reduced, approaching zero. The expansion power in this area is small, and therefore torque decreases are not so distinct as at the top dead centre and after TDC.
In this connection, the most beneficial proportional combinations have been implemented, and there has been no development past the current symbiotic bond of piston, connecting rod and crank, and there are no indications of significant improvement on this. The output of rotary engines depends directly on torque and revolutions. This fact has led engineers of combustion engines to increase the engine's revolutions significantly in recent years; this is enabled by both the present level of engineering, materials and technology knowledge and progress concerning fuels and lubricants. However, its effect results in shortening the period for rational fuel utilisation.
The decisive indicator for judging combustion engines is fuel consumption per generated power unit, along with keeping to set emission limits, which will only tend to decline.
Nowadays the overall technical level of combustion engines is so sophisticated that further research and development is only expected to bring partial achievements that will asymptotically approach the exhaustion of all possibilities. The combustion engine's efficiency growth will thus come to a halt at the level dictated by technological possibilities.
In contrast to the submitted invention, the solution according to document SK 285842 B6 applies a different means of torque transfer (using a crankshaft), while also using self-acting valves.
Similarly, the solutions according to DE 19857734 A1 , DE 2746203 A, and SK 3731 U use a well-known crankshaft for torque transfer.
The FR 2732722 A1 solution involves pistons that are not opposed, which results in energy loss due to passive pressures. This solution also uses two cylinder heads with the consequence of a huge loss of energy. Side pressures at the cylinder walls occur during operation. The use of valves is assumed.
The document according to FR 2906332 A1 describes a solution using a link with better torque transfer instead of a crankshaft. Yet this is a rather complicated solution, expensive and prone to malfunction. Furthermore, passive pressures on the cylinder head play a negative role, bringing about huge energy losses. Again, the use of valves is anticipated.
In the CZ 1999-3707 A solution, the engine uses a different torque transfer, similar to the crankshaft mechanism, yet with a huge torque loss.
Torque transfer under SK 4492 U applies another approach (sliding element).
Most of the solutions hitherto are based on the use of a crankshaft. Still, the applicant deems such solutions to be less efficient with respect to torque transfer compared to the submitted solution. Moreover, known combustion engines mostly anticipate the use of valves, where lower efficiency when scavenging the cylinder is a disadvantage. Another drawback with the majority of existing solutions is the occurrence of passive pressures impacting the cylinder head causing energy loss.
Therefore, the inventor's task was to design a solution efficient in terms of torque transfer and simple in its construction.
Summary of the invention
The designed valve-free four-stroke combustion engine with axially opposed pistons applies a periodical workflow like a conventional engine. Intake, compression, expansion and exhaust are performed during two revolutions of the crankshaft.
A pair of opposing cylinders and pistons located in the engine block hole forms one common combustion chamber - a so-called working unit.
There can be several working units in the block, their axes running in parallel with the shaft axis. Working units are organised around the shaft in a circle. The odd number thereof (1 , 3, 5) guarantees that we avoid an indifferent point in the process of transforming a linear motion into a circular motion.
The pistons' linear motion transforms to circular with the help of two inclined plates moving together with the shaft. Working hemispheres slide along their inner surfaces and reversible hemispheres slide along their outer surfaces.
Hemispheres are placed in the ball joints of connecting rods and their instant centres of rotation are on the plate's corresponding surfaces. The inclined plates, placed "against each other", begin to rotate, impacted by expansion forces driven from both pistons via connecting rods and their working hemispheres, using the principle of motion over a tilted plane. When the pistons and connecting rods move in reverse, the accumulated energy of the flywheel makes the reversible hemispheres slide along the inclined plates' outer surfaces. The intake and exhaust processes are facilitated by the cylinders themselves. As cylinders rise from their cases a ring-shape vent is opened in a corresponding time interval on the side of either intake or exhaust. These vents are connected to the intake or exhaust pipe.
Cylinders rise either mechanically or electromagnetically. The so-called overlap may be resolved by suitable "timing" of the cam disc functional surface. The cam disc rotates by means of a planet gear mechanism connected to the shaft in the ratio 1 :2 and by means of an operating lever the cylinder is pushed up, which opens up the relevant vent. Cylinders are being pushed back into their cases by a spring.
The unconventional engine design of the presented invention has several advantages:
- the designed engine is simpler overall, and compared to a conventional engine it lacks cylinder heads, crankshaft and camshaft, including valves and their distribution mechanisms
- it enables the use of expansion force at its peak
- linear distribution of torque throughout the expansion force's impact
- elimination of passive pressures in the combustion chamber
- compression rate is not determined by valve trajectory
- dynamic effects produced by moving parts are lower in total. The movement of heavier cylinders is 2-to 3-times lesser than the stroke of valves in classic engines. This minimises the acceleration and thus the dynamic force in their movement
- it is possible to set revolutions more rationally with respect to the time necessary for fuel utilisation
These advantages translate positively into the total efficiency value of the said engine.
The design solution applies some elements which have yet not been verified in practice.
These are:
- opening the intake and exhaust channels by means of the actual cylinders' stroke and of their sealing, particularly in the exhaust area. - keeping the cylinders in casings by means of pressure springs. Theoretically, the axial force caused simply by the friction of a piston and its rings against the cylinder wall will act against the spring.
Brief description of the drawings
Fig. 1 Schematic sectional view of two working units of the engine, with intake terminating in one unit and expansion occurring in the other unit simultaneously Fig. 2 Longitudinal sectional view of the engine's working unit
Fig. 3 Sectional view A - A runs radially through the engine's centre. From the functional aspect, the sectional plane divides it into two identical imaginary halves.
Fig. 4 Sectional view B - B runs through the collecting ring-shape vent leading into the exhaust pipe
Fig. 5 Sectional view C - C runs through the planet gear of cam disc 11 and operating lever 12
Fig. 6 Sectional view D - D runs through inclined plate 2, connecting rod with cog 3 and its prismatic joint 9
Detailed description of the preferred embodiments
The engineering solution of the designed valve-free four-stroke combustion engine with axially opposed pistons (Fig. 1 ) has two identical parts, namely the front and rear parts, mutually connected by the engine block 6 and the shaft 1, which is placed in the engine block 6 on two axially-radial bearings and horizontally running through the entire engine.
The cylinders 5 are inserted into the engine block 6 from both sides; the cylinders are placed so as to allow a sliding motion and are sealed against the block with suitable sealing. These cylinders 5 rest in casings pressed onto both sides of the engine block 6. Each cylinder 5 is held in its casing by a spring 13 against the guiding disc 16, which makes it possible for the cylinder 5 to move horizontally.
Between the guiding disc 16 and the cylinder 5 is sealing that closes off the engine block 6 space. The space is filled in with coolant (ideally with the same type of oil as that used in the engine).
The shaft 1 runs freely through the middle of the guiding disc 16; the shaft has cogs that drive the cam disc H via satellites 10 at a revolution ratio of 1 :2.
The cam disc H moves the cylinder 5 by means of the operating lever 12 and opens the compression area at the desired interval.
Optimum distribution of expansion sequence in individual cylinders (to the extent of two revolutions) makes it possible to reach the cam disc H with several functional routes. This makes possible for the designer to choose a suitable side for intake or exhaustion.
Pistons 4 are fitted into cylinders from both sides and are joined to a connecting rod with cog 3 by means of a piston pin. From the inside, the connecting rod is equipped with a working hemisphere 7 and a reversible hemisphere 8 on the opposite side. Hemispheres 7 and 8 are placed in the rod's cog 3 in ball joints.
The saddle of reversible hemisphere 8 determines the free play between the inclined plate 2 and the two hemispheres 7 and 8, whose centres of tilting lie on the inner and outer surface of the plate 2. Thus the centres of both hemispheres 7 and 8 always lie in a straight line parallel to the axis of shift of the cylinder 5, the pistons 4 and the connecting rod 3, whose cog is placed in the prismatic joint 9 attached in the saddle of the guiding ring 14.
The rotating inclined plate 2 is levelled in the interior diameter of the guiding ring 14 whereby the movement of a connecting rod with cog 3 is limited and allows it to move only axially.
The engine space is closed by front disc 15 from the front part and from the back part by closing disc 17. List of reference numbers
1 shaft
2 inclined plate
3 connecting rod with cog
4 piston
5 cylinder
6 engine block
7 working hemisphere
8 reversible hemisphere
9 prismatic joint
10 planet gear
11 cam disc
12 operating lever
13 spring
14 guiding ring
15 head disc
16 guiding disc
17 closing disc

Claims

A valve-free four-stroke combustion engine with axially opposed pistons, characterized in that it comprises an engine block (6) that contains sliding cylinders (5) with pistons (4) pin-fastened to connecting rods with cogs (3) with a working hemisphere (7) and a reversible hemisphere (8), which are in permanent sliding contact with the inclined plate (2) attached to a shaft (1 ).
A valve-free four-stroke combustion engine under Claim 1 , characterized in that the sliding cylinders (5) have either mechanical or electromagnetic drive to move into and out of casings in order to fill or flush the combustion chamber.
EP20110811196 2010-11-24 2011-11-22 Valve-free four-stroke combustion engine with axially opposed pistons Not-in-force EP2643562B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SK180-2010U SK5954Y1 (en) 2010-11-24 2010-11-24 Valveless four stroke internal combustion engine with opposed axial piston
PCT/SK2011/050020 WO2012071021A1 (en) 2010-11-24 2011-11-22 Valve-free four-stroke combustion engine with axially opposed pistons

Publications (2)

Publication Number Publication Date
EP2643562A1 true EP2643562A1 (en) 2013-10-02
EP2643562B1 EP2643562B1 (en) 2015-01-14

Family

ID=44227689

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20110811196 Not-in-force EP2643562B1 (en) 2010-11-24 2011-11-22 Valve-free four-stroke combustion engine with axially opposed pistons

Country Status (3)

Country Link
EP (1) EP2643562B1 (en)
SK (1) SK5954Y1 (en)
WO (1) WO2012071021A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103670989A (en) * 2014-01-13 2014-03-26 四川大学 Opposed piston pump
CN106285934B (en) * 2015-05-19 2019-11-08 高阳 A kind of reciprocating linear motor of two-stroke homogeneity compression-ignition
CN110067648A (en) * 2019-04-03 2019-07-30 刘江 Double-crankshaft and double-piston synchronization fuel engine

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1075383A (en) * 1912-07-15 1913-10-14 Richard C Rose Internal-combustion engine.
GB191500620A (en) * 1915-01-14 1915-07-15 Wilhelm Froehlich Improvements in Internal Combustion Engines.
US1476275A (en) * 1919-11-12 1923-12-04 Wishon Ralph Internal-combustion engine
US2379119A (en) * 1943-09-20 1945-06-26 Boine W Fuller Internal-combustion engine
DE2746203A1 (en) 1977-10-14 1979-04-19 Bernhard Karl Dipl Ing Opposing paired cylinders of iC engine - are connected by common piston rod, with independent connecting rods providing swivel connection to crankshaft
DE3405893C2 (en) * 1984-02-18 1986-11-06 Ludwig 8543 Hilpoltstein Wenker Coaxial piston - swash plate - internal combustion engine
FR2732722B1 (en) 1995-04-04 1997-06-13 Romatier Laurent CONSTANT CYLINDER HEAT ENGINE AND VARIABLE COMPRESSION RATE
DE19857734C2 (en) 1998-12-15 2002-02-21 Michael Meyer Opposed piston engine
SK285842B6 (en) 2003-07-14 2007-09-06 Pavel Dobrodenka Four-stroke engine with opposed pistons
SK3731U (en) 2003-07-14 2004-03-02 Pavel Dobrodenka Four-stroke engine with opposed pistons
DE102004032452A1 (en) * 2004-07-05 2006-01-26 Daude, Otto, Dr.-Ing. Gas exchange control for piston engines
SK4492U (en) 2005-02-07 2006-07-07 Lizak Pavol Ing Phd Four-cylinder, four-stroke, flat-engine internal combustion engine with double-acting pistons
DE202006020546U1 (en) * 2005-07-08 2009-01-08 Daude, Otto, Dr.-Ing. Piston engines with sliding bushes and gas exchange control
FR2906332B1 (en) 2006-09-26 2009-05-08 Jean Christrian Robert DEVICE FOR TRANSFORMING A LINEAR MOVEMENT INTO A ROTATION MOTION IN AN ADJUSTABLE WAY

Non-Patent Citations (1)

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Title
See references of WO2012071021A1 *

Also Published As

Publication number Publication date
SK5954Y1 (en) 2011-12-05
SK1802010U1 (en) 2011-07-06
WO2012071021A1 (en) 2012-05-31
EP2643562B1 (en) 2015-01-14

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