EP3054122A1 - Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine - Google Patents

Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine Download PDF

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Publication number
EP3054122A1
EP3054122A1 EP15154075.4A EP15154075A EP3054122A1 EP 3054122 A1 EP3054122 A1 EP 3054122A1 EP 15154075 A EP15154075 A EP 15154075A EP 3054122 A1 EP3054122 A1 EP 3054122A1
Authority
EP
European Patent Office
Prior art keywords
chamber
cylinder
internal combustion
piston
combustion 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Withdrawn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
EP15154075.4A
Other languages
German (de)
English (en)
French (fr)
Inventor
Pietro Scrocco
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.)
Winterthur Gas and Diesel AG
Original Assignee
Winterthur Gas and Diesel 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 Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Priority to EP15154075.4A priority Critical patent/EP3054122A1/en
Priority to KR1020160014169A priority patent/KR20160097142A/ko
Priority to JP2016020342A priority patent/JP6712141B2/ja
Priority to CN201610172626.XA priority patent/CN105863821B/zh
Publication of EP3054122A1 publication Critical patent/EP3054122A1/en
Withdrawn legal-status Critical Current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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D39/00—Other non-electrical control
    • F02D39/04—Other non-electrical control for engines with other cycles than four-stroke, e.g. two-stroke
    • 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 
    • F02F1/004—Cylinder liners
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F11/00—Arrangements of sealings in combustion engines 
    • 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

Definitions

  • the invention is directed to an internal combustion engine and a method for operating an internal combustion engine.
  • the invention is further directed to a cylinder, a cylinder liner and a chamber closing plate according to the generic part of the independent claims.
  • CH 414 265 proposes, to add a generator to a two stage turbocharger to recuperate energy which is generated by the turbochargers.
  • Such system is complex. Retrofitting of existing engines requires a lot of parts. Furthermore, the generator needs additional parts for aligning its voltage, current and frequency for example to the existing board net.
  • JPH 079 79 26 discloses an internal combustion engine, wherein the scavenging chamber is divided into an upper and a lower chamber for supplying two different air streams to the cylinder to reduce the overall temperature of the intaken air.
  • Such a system requires a second turbocharger with an intercooler.
  • Such systems are complex and cost intensive.
  • the aim of the invention is to overcome the drawbacks of the prior art according to the characterizing part of the independent claims.
  • the invention provides an internal combustion engine and a method for operating an internal combustion engine which provides optimized brake specific fuel consumption (BSFC) and enables retrofitting of existing engines.
  • BSFC brake specific fuel consumption
  • An internal combustion engine comprises at least one piston which is arranged in a cylinder.
  • the piston and the cylinder define a variable combustion chamber and a variable second chamber.
  • the piston moves upwards and downwards inside the cylinder and thus divides the cylinder in an upper and a lower space.
  • Said upper space defines the combustion chamber and said lower space defines the second chamber.
  • the size of said chamber is dependent on the actual position of the piston.
  • the internal combustion engine might be a two-stroke engine and preferably a diesel two stroke engine.
  • variable combustion chamber is fluidly connectable and in particular connected to the compressor side of a turbocharger via at least one inlet opening. Further, the combustion chamber is connectable and in particular connected to the turbine side of the turbo charger via an exhaust opening.
  • the variable second chamber is fluidly connectable and in particular connected to the compressor side of the turbocharger to introduce a compressed air flow into the second chamber.
  • opening does not refer only to one single opening.
  • One or an opening, as used herein, may comprise one or more openings.
  • the compressed air flow is interruptible such that the second chamber is disconnected from the turbocharger.
  • the second chamber comprises an outlet opening for reducing a pressure of the second chamber.
  • the outlet opening may comprise a controllable chamber valve.
  • Turbochargers provide air at a specific pressure, typically up to 5 bar in ship diesel engines. This pressure is existent in the second chamber below the piston. The interruption of the compressed air flow and the outlet opening of the second chamber enables to reduce the pressure within the second chamber and thus reduces the resistance against the piston movement and thus enhances the efficiency of the engine.
  • Specific engine values may be for example values of the pressure of the compressed air, of the pressure inside the second chamber, of the position of the piston or valves, of the engine load, of engine speed, of break mean effective pressure and combinations thereof.
  • Such a control allows operating the engine in a manner according to specific requirements, such as low BSFC, while granting the reliability of the operations.
  • control allows the regulation of the air flowing into the second chamber. It should be set to maximize the efficiency improvement while ensuring the correct operations of the engine, like a sufficient scavenging flow in a 2-stroke engine.
  • the at least one inlet opening comprises a controllable inlet valve.
  • the inlet valve and the second chamber valve might be made from a single component, such as a 3-way valve.
  • said inlet valve is controlled according to specific engine values as described herein.
  • Such a control allows operating the engine in a manner according to specific requirements, such as low BSFC, while granting the reliability of operations.
  • the exhaust opening of the internal combustion engine may comprise an exhaust valve which is preferably controllable.
  • the exhaust valve may be controlled according to specific engine values as described herein and thus in such a manner to take into account specific requirements such as low BSFC or low emissions.
  • the internal combustion engine may comprise a turbo charger.
  • a turbo charger In a preferred embodiment it is a multistage turbo-charger, preferably a two-stage turbo charger.
  • a multistage turbo-charger offers to extract a higher amount of energy from the exhaust gases. This surplus of energy allows delivering more pressurized air that can be expanded in the second chamber. Consequently the possible improvement of efficiency is higher than with a single stage turbocharger..
  • the internal combustion engine may be a crosshead engine.
  • the outlet opening may be arranged in a second chamber closing plate.
  • a second chamber closing plate is an element, which enables to offer a closed room below the piston.
  • the second chamber closing plate is arranged on the bottom of a cylinder liner of the cylinder, in which the piston moves upwards and downwards.
  • the arrangement of the outlet opening in a pressure closing plate enables easy maintenance and allows refitting or upgrading existing engines.
  • the outlet opening may also be arranged in the cylinder liner.
  • the cylinder liner comprises an inlet opening.
  • inlet opening and outlet opening may be combined.
  • a combination of the associated valves is possible. This reduces material costs and facilitates production.
  • the outlet opening may be connected the external environment.
  • the outlet opening may be connected to a pressure vessel.
  • the internal combustion engine may work like a piston compressor and pump or pressurize air which has blown into the second chamber.
  • the outlet opening might be connected to the compressor side of the turbocharger for recirculating or reintroduction of the discharged air.
  • the outlet opening might be connected to a charge air cooler.
  • the discharged air might be used as a cooling medium to cool down the charge air.
  • Another aspect of the invention is directed to a method for operating an internal combustion engine which comprises at least one piston arranged in a cylinder.
  • Said piston and said cylinder define a variable combustion chamber and a variable second chamber which is in fluid connection to the compressor side of a turbocharger to introduce a compressed air flow into the second chamber.
  • the internal combustion engine might be a two-stroke engine and in particular a diesel two-stroke engine.
  • the internal combustion engine is an internal combustion engine as herein described.
  • the engine comprises a combustion stroke from the upper dead ceanter to the lower dead center and a compression stroke from the lower dead center to the upper dead center.
  • the compressed air flow to the second chamber is interrupted and an outlet opening is opened to reduce a pressure of the second chamber.
  • the air of the second chamber might be led to the atmosphere or to a pressure vessel or alternatively to the compressor side of a turbo charger or to a charge air cooler.
  • the interruption of the compressed air flow and the outlet opening of the second chamber enable to reduce the pressure within the chamber and thus reduces the resistance against the piston movement.
  • an upward movement of the piston may be supported by compressed air.
  • Said compressed air is preferably delivered by a turbo charger.
  • the compressed air is led to the second chamber via a preferably controllable inlet valve.
  • a preferably controllable inlet valve may be controlled according to specific engine values and/or according fixed values and/or in a manner according to specific requirements, such as low BSFC.
  • the controllable inlet valve might be opened 40° to 60° preferably 50°+- 5° and most preferably 50° +-2° before a lower dead center position of the piston and preferably closed 140° to 70° preferably 125° to 80° more preferably 100° °+- 5° and in particular 100°+-2°, before an upper dead center position of the piston.
  • the controllable chamber valve might be opened 130° to 0° preferably 110° to 30°, more preferably 70° °+- 5° and in particular 70° +-2°, before an upper dead center position of the piston and preferably closed 40° to 60° preferably 50°+- 5° and in particular 50°+-2° before a lower dead center position of the piston.
  • An exhaust valve might be opened 100° to 120° preferably 110°+-5° and in particular 100° +-2° after an upper dead center position of the piston and preferably closed 60° to 140° preferably 100°+- 5° and in particular 100° +-2° before a lower dead center position of the piston.
  • timing values and angles might change from cycle to cycle, preferably as a function of load and of the specific installation of the engine.
  • inlet valve is closed before the upper dead center while the outlet opening is not opened. This leads to an expansion of the pressurized air in the second chamber and thus to lower temperatures. Therefore, cylinder and piston are cooled down.
  • the air which is discharged from the second chamber during the combustion stroke, might be led to the atmosphere or led back to the compressor side of the turbocharger for recirculating or reintroduction of the discharged air or might be used for an on board air supply or for storage and reintroduction into the combustion cycle by charging a pressure vessel.
  • control of the respective valves and in particular the control of the inlet valve in the second chamber enables to regulate the amount of air which enters into the second chamber and which can be expanded.
  • This pressure difference allows the air to flow from the intake to the exhaust and clean the cylinder from the exhaust gases from the previous cycle (scavenging process).
  • the pressure difference will be reduced, if part of the intaken air is used for the second chamber.
  • the reduction of pressure has to be limited in order to still keep a certain air mass-flow through the cylinder and consequently grant a sufficient scavenging.
  • This minimal air mass-flow is depending on the engines actual state and is known to the person skilled in the art.
  • a further aspect of the invention is directed to a cylinder liner for an internal combustion engine, in particular an internal combustion engine as described herein, said cylinder liner is adapted to accommodate a piston which divides the cylinder liner in a combustion chamber and a second chamber.
  • the cylinder liner comprises an inlet opening for connection to a compressor side of a turbocharger and an exhaust opening for connection to the turbine side of the turbo charger.
  • the cylinder liner comprises an outlet opening for regulating the pressure in the second chamber, preferably by a controllable chamber valve.
  • Such a cylinder liner enables the replacement of a cylinder liner whilst upgrading or refitting an existing internal combustion engine.
  • a further aspect of the invention is directed to a cylinder or a cylinder bank comprising a cylinder liner as herein described.
  • more than one cylinder is arranged in a cylinder bank which is adapted to accommodate more than one piston.
  • the cylinder may comprise a chamber closing plate in which the outlet opening is arranged.
  • the second chamber closing plate is arranged on the bottom of a cylinder liner of the cylinder, in which the piston moves upwards and downwards.
  • a cylinder as described herein may be manufactured such that the inlet opening and the outlet opening are arranged in a three-way-valve.
  • Such an arrangement enables to use the same openings in the cylinder as an inlet and as an outlet.
  • a further aspect of the invention is directed to a second chamber closing plate for an internal combustion engine, in particular an internal combustion engine as described herein.
  • Said second chamber closing plate is connectable to a cylinder such that it closes the cylinder to form a second chamber.
  • a second chamber closing plate enables to provide an additional part which is easy to install and enables to refit or upgrade an existing internal combustion engine.
  • an outlet opening is arranged in the second chamber closing plate.
  • the outlet opening may have a controllable chamber valve.
  • a second chamber closing plate in which an outlet opening is arranged enables to upgrade an existing internal combustion engine easily and without major changes. Maintenance and replacement is simplified. Furthermore, a second closing plate including the controllable chamber valve enables replacement in a fast way of a full assembly which might be preassembled in one step.
  • a further aspect of the invention is directed to a kit of parts for retrofitting an internal combustion engine.
  • Said kit comprises at least a second chamber closing plate as herein described. Further, the kit comprises a controllable inlet valve.
  • the kit may comprise a cylinder liner and preferably a cylinder liner as herein described.
  • kits enable to provide a set of parts which are aligned to each other.
  • FIG. 1 shows a schematic view of an internal combustion engine 1.
  • the internal combustion engine 1 is connected to two serial arranged turbo-charger 2 and 2'.
  • Each of the turbo-chargers comprise a compressor 20, 20' and a turbine 21,21'.
  • a separate air cooler 16,16' is assigned to each turbo-charger 2,2'.
  • the compressor 20,20' of each turbo-charger 2,2' could be by-passed with a compressor by-pass valve 14,14'.
  • each turbine may be by-passed with a turbine by-pass valve 15,15'.
  • the by-pass valves 14,15,14',15' might also be partially opened or closed according to desired operating modes.
  • FIG 2 shows schematically several phases of a working cycle of an internal combustion engine.
  • a cylinder 11 is shown in which a piston 10 is accommodated.
  • the piston 10 is on its lower position, the lower dead center.
  • an inlet opening 111, an exhaust opening 112 and an outlet opening 113 is arranged on the cylinder 11.
  • the piston 10 divides the volume of the cylinder in a combustion chamber 101 and a second chamber 102 (see Figure 2b ). For clarity reasons, some of the parts are depicted with reference numbers in the first two phases only.
  • piston 10 is on its lower dead center.
  • the intake opening 111 and the exhaust opening 112 are open. Air from a turbo-charger is blown into the combustion chamber 101 and scavenges the exhaust gases through the exhaust opening 112.
  • the outlet opening 113 is closed. This is the typical configuration when the compression stroke begins, as described with the following steps.
  • the piston 10 moves now upwards (see figure 2b ) and begins to compress the air which has been blown into the combustion chamber 101.
  • the exhaust opening is now closed according to specific engine values.
  • the inlet opening stays open and is now connected to the second chamber 102. It might be also possible to replace the inlet opening 111 with to independent inlet openings to control the inlet of compressed air to the combustion chamber and to the second chamber independently.
  • the volume below the piston i.e. the second chamber, is filled with compressed air from the turbo-charger.
  • the piston 10 is supported from the pressure of the air during its upstroke.
  • Figure 2c shows the position of the piston 10 before it reaches its upper dead center.
  • the intake opening 111 is now closed. Based on the further upward movement of the piston 10, the volume of the second chamber 102 gets bigger and thus, the pressurized air inside the second chamber 102 expands and thus cools down. This enables to take out energy of the hot parts of the engine and to cool them down.
  • the piston 10 now moves downwards (see figure 2e ) and discharges the expanded air from the second chamber 102.
  • the discharged air might be led to atmosphere or to a pressure vessel or back to the working cycle for example.
  • the exhaust valve 112 is opened according to specific engine values.
  • the intake valve is opened on a later stage and allows blowing pressurized air into the combustion chamber 101 to scavenge the exhaust gases.
  • the outlet valve 113 is now closed ( figure 2f ).
  • Figure 2g shows the beginning of the cycle on a state between the states of figures 2a and 2c .

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP15154075.4A 2015-02-06 2015-02-06 Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine Withdrawn EP3054122A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP15154075.4A EP3054122A1 (en) 2015-02-06 2015-02-06 Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine
KR1020160014169A KR20160097142A (ko) 2015-02-06 2016-02-04 내연 기관, 내연 기관의 작동 방법, 실린더, 실린더 라이너, 및 내연 기관용 폐쇄 판
JP2016020342A JP6712141B2 (ja) 2015-02-06 2016-02-05 内燃エンジン、内燃エンジンを運転するための方法、内燃エンジン用のシリンダ、シリンダ・ライナ、及び閉止板
CN201610172626.XA CN105863821B (zh) 2015-02-06 2016-02-05 内燃机、内燃机的操作方法、内燃机的气缸、缸套及封板

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15154075.4A EP3054122A1 (en) 2015-02-06 2015-02-06 Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine

Publications (1)

Publication Number Publication Date
EP3054122A1 true EP3054122A1 (en) 2016-08-10

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Application Number Title Priority Date Filing Date
EP15154075.4A Withdrawn EP3054122A1 (en) 2015-02-06 2015-02-06 Internal combustion engine, method for operating an internal combustion engine, cylinder, cylinder liner and closing plate for an internal combustion engine

Country Status (4)

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EP (1) EP3054122A1 (zh)
JP (1) JP6712141B2 (zh)
KR (1) KR20160097142A (zh)
CN (1) CN105863821B (zh)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113864040B (zh) * 2021-09-24 2022-12-06 中船动力研究院有限公司 一种二冲程柴油机低负荷吸入空气的压力调节系统及船舶
CN114790951B (zh) * 2022-03-03 2024-02-13 深圳市燃气集团股份有限公司 一种燃气发电机缸套水温度控制方法及相关装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH414265A (de) 1963-12-10 1966-05-31 Sulzer Ag Verfahren zur Nutzung thermischer Energie in einer Zweitakt-Kolbenbrennkraft-maschinenanlage sowie Brennkraftmaschinenanlage zur Ausübung des Verfahrens
US4250844A (en) * 1979-04-05 1981-02-17 Tews Jan H Two-cycle engine and piston
GB2149006A (en) * 1983-09-30 1985-06-05 Autoroofs Ltd Engine and compressor valve gear
EP0481690A2 (en) * 1990-10-19 1992-04-22 Sampower Oy Method and apparatus for starting a displacer engine hydraulically
DE4216565A1 (de) * 1991-06-03 1992-12-10 Volkswagen Ag Hubkolben-brennkraftmaschine nach art einer kurbelschleifenmaschine
FR2884558A1 (fr) * 2005-04-18 2006-10-20 Michel Desclaux Moteur a combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN85100321B (zh) * 1985-04-01 1985-09-10 大连海运学院 油垫活塞柴油机
JPH0544491A (ja) * 1991-08-12 1993-02-23 Mitsubishi Heavy Ind Ltd ピストン下部膨張機システム
DE10222312B4 (de) * 2002-05-18 2005-02-03 Man B&W Diesel A/S Kreuzkopfmotor
CN1834423A (zh) * 2005-03-14 2006-09-20 黄文秀 自动调速的气体燃料二冲程发动机（组）

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH414265A (de) 1963-12-10 1966-05-31 Sulzer Ag Verfahren zur Nutzung thermischer Energie in einer Zweitakt-Kolbenbrennkraft-maschinenanlage sowie Brennkraftmaschinenanlage zur Ausübung des Verfahrens
US4250844A (en) * 1979-04-05 1981-02-17 Tews Jan H Two-cycle engine and piston
GB2149006A (en) * 1983-09-30 1985-06-05 Autoroofs Ltd Engine and compressor valve gear
EP0481690A2 (en) * 1990-10-19 1992-04-22 Sampower Oy Method and apparatus for starting a displacer engine hydraulically
DE4216565A1 (de) * 1991-06-03 1992-12-10 Volkswagen Ag Hubkolben-brennkraftmaschine nach art einer kurbelschleifenmaschine
FR2884558A1 (fr) * 2005-04-18 2006-10-20 Michel Desclaux Moteur a combustion interne

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Publication number Publication date
CN105863821A (zh) 2016-08-17
KR20160097142A (ko) 2016-08-17
JP6712141B2 (ja) 2020-06-17
CN105863821B (zh) 2020-06-16
JP2016148329A (ja) 2016-08-18

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