US3741175A - Variable compression ratio internal combustion engines - Google Patents

Variable compression ratio internal combustion engines Download PDF

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Publication number
US3741175A
US3741175A US00167300A US3741175DA US3741175A US 3741175 A US3741175 A US 3741175A US 00167300 A US00167300 A US 00167300A US 3741175D A US3741175D A US 3741175DA US 3741175 A US3741175 A US 3741175A
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United States
Prior art keywords
piston
auxiliary piston
main
auxiliary
cylinder
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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.)
Expired - Lifetime
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US00167300A
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English (en)
Inventor
H Rouger
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Safran Aircraft Engines SAS
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SNECMA SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the internal combustion engine comprises at least one main cylinder in which a main piston driving a drive shaft moves, and a cylinder head over the main cylinder.
  • An auxiliary piston slides in an auxiliary cylinder contrived in the cylinder head and communicating with the main cylinder.
  • An actuating mechanism reciprocates the auxiliary piston at half the rate of the main piston piston reciprocation (four-stroke engine) or at the rate of main piston reciprocation (two-stroke engine).
  • Control or adjusting means act on said actuating mechanism so as to vary auxiliary piston travel.
  • the actuating mechanism is so devised that the offset between main piston and auxiliary piston reciprocations is such that the auxiliary piston reaches its inner dead centre position during the exhaust stroke (four-stroke engine) or during the scavenging stroke (two-stroke engine).
  • the invention relates to variable compression ratio internal combustion engines having one or more main pistons which drive a drive shaft by way of a mechanical system of rods and a crankshaft.
  • compression ratio is intended to denote the ratio between, on the one hand, the sum of the volume swept by a main piston (unit cylinder capacity) and of the dead or unswept volume (when the main piston is in its top dead centre position) and, on the other hand, the dead or unswept volume on its own.
  • the invention is of use more particularly but not exclusively for supercharged internal combustion engines, since this is the field where the invention will probably be most advantageous.
  • auxiliary piston which communicates with the main cylinder and in which an auxiliary piston moves.
  • An actuating mechanism cyclically imparts to the auxiliary piston a relative movement between an inner dead centre position (disposed on the same side as the communication between the auxiliary cylinder and the main cylinder) and an outer dead centre position (disposed on the side remote from such communication) in this case the actuating mechanism is subject to control means adapted to vary the travel of the auxiliary piston.
  • the auxiliary piston is reciprocated at half the frequency of main piston reciprocation in the case of a four-stroke engine or at the same frequency as main piston reciprocation in the case of a two-stroke engine.
  • the actuating mechanism is so devised that the offset between main piston and auxiliary piston reciprocations is such that the auxiliary piston reaches its inner dead centre position during the exhaust stroke (or near the exhaust stroke) in the case of a four-stroke engine and during the scavenging stroke (or near the scavenging stroke) in the case of a two-stroke engine.
  • the outer dead centre position is therefore reached during or near the end of the compression stroke in the case of both a four-stroke and of a two-stroke cycle.
  • altering auxiliary piston travel by action on the control or adjusting means alters the outer dead centre position, thus varying the engine compression ratio by varying the unswept volume between the main piston, the cylinder head and the auxiliary piston.
  • the offset between main-piston and auxiliary piston reciprocations improves scavenging to an extent which increases in proportion as engine loading increases.
  • the inner dead centre position of the auxiliary piston is substantially fixed and is so disposed that the residual volume between the main piston, the cylinder head and the auxiliary piston is very reduced this feature provides a further increase in scavenging efficiency.
  • the superficial area of the auxiliary piston is less than half the superficial area of the main piston, and the volume swept by the auxiliary piston is less than 10% of the volume swept by the main piston
  • the auxiliary cylinder forms an extension of a turbulence chamber contrived in the cylinder head, the fuel being atomized by an injector in the turbulence chamber, the auxiliary piston forming the turbulencechamber end member and being so disposed that its inner dead centre position is very near the passage connecting the turbulence chamber to the corresponding main cylinder the great advantage of this feature is excellent scabenging of the turbulence chamber, since the gases therein are expelled by the auxiliary piston at each stroke thereof when the main piston is on its exhaust stroke (four-stroke cycle) or when the main cylinder is being scavenged (two-stroke cycle).
  • FIG. 1 is a view in section of the top part of a fourstroke engine according to the invention
  • FIG. 2 is a partial section of the top part of a fourstroke engine according to a variant of the invention
  • FIGS. 3 and 4 are each a diagram relating to the kinetics of an actuating mechanism of the engine shown .in FIG. I
  • FIG. 5 is a diagram showing the operation of a fourstroke engine according to the invention
  • FIG. 6 is a diagram showing the operation of a twostroke engine according to the invention.
  • FIG. 7 is a diagram of an alternative form of the kiand 4.
  • FIG. 1 shows a four-stroke internal combustion engine having a number of in-line cylinders.
  • Each cylinder is called a main-cylinder and has the reference L
  • A-main piston 2 drives a drive shaft (not shown) and slides in the main cyliner 1, above which is a cylinder head 3.
  • the same has an inlet valve (not shown) and an exhaust valve 4 operated by a rocker 5 co-operating with a cam 6 driven by an overhead camshaft 7.
  • auxiliary cylinder 8 which communicates with the main cylinder 1 and in which an auxiliary piston 9 can move the same is cyclically operated by an actuating mechanism 10 which reciprocates the auxiliary piston 9 between an inner dead centre position, on the same side as the communication between the auxiliary cylinder8 and the, main cylinderl, and an outer dead centre position on the side remote from such communication.
  • the auxiliary piston 9 is reciprocated at half the rate of main piston reciprocation.
  • the auxiliary piston actuating mechanism 10 is adapted to vary the travel of the auxiliary piston 9 through the agency of control or adjusting means 11.
  • the offset between main piston reciprocation and auxiliary piston reciprocation is such that the auxiliary piston 9 reaches its inner dead centre position during the exhaust stroke.
  • Such position can either coincide with the top dead centre position of the main piston 2 I at the end of the exhaust stroke thereof or be slightly offset, from the latter position (FIG. 5).
  • the inner dead centre position is fixed and the outer dead centre position is variable.
  • the reference I denotes the inner dead centre position of the auxiliary piston 9
  • the reference II denotes the outer dead centre position of the auxiliary piston 9, corresponding to engine operation on maximum compression ratio
  • the reference III denotes the outer dead centre position of the auxiliary piston 9 corresponding to engine operation on minimum compression ratio.
  • the superficial area of the auxiliary piston 9 is less than 50 percent of the superficial area of the main piston 2, and the volume swept by the auxiliary piston 9 is less than 10 percent of the volume swept by the main piston 2.
  • the volume swept by the auxiliary piston 9 is from 4 to 10 percent of the volume swept by the main piston 2.
  • FIG. 1 relates to a four-stroke fuel-injection engine comprising a turbulence chamber in which an injector l3 atomizes the fuel and which communicates via a flow orifice 14 with the main cylinder 1.
  • the auxiliary cylinder 8 is therefore arranged as an extension of the turbulence chamber 12, the auxiliary piston 9 forming the end member of turbulence chamber 12.
  • Combining a turbulence chamber 12 in this way with the system comprising the auxiliary cylinder 8 and the auxiliary piston 9 according to the invention is very advantageous since the turbulence chamber 12 is scavenged in ve'ry good conditions as FIG. 1 shows, the auxiliary piston 9 expels the gases from the turbulence chamber 12 at each arrival at its inner dead centre position I i.e., whenever the main piston 2 is making its exhaust stroke.
  • the auxiliary cylinder 8 of a four-stroke fuel injection engine opens directly into the main cylinder 1, the engine injector 15 being disposed at the bottom of the auxiliary cylinder 8 i.e., near the junction thereof with the main cylinder 1.
  • the actuating mechanism 10 for the auxiliary piston 9 is linkage driven by the engine camshaft 7, to which end the camshaft 7 has a wrist pin 16 for each auxiliary piston 9 mounted on each wrist pin 16 is a rod 17 connected to a lever 18, one end of which pivots around a spindle I9 and the other end of which is connected to the end of a rod 20 pivoted to the auxiliary piston 9.
  • spindle 19 can be moved between, on the one hand, a position P corresponding to the auxiliary piston outer dead centre position II (engine operation on maximum compression ratio), and on the other hand, a position P, corresponding to the auxiliary piston outer dead centre position Ill (engine operation on minimum compres-' sion ratio).
  • the spindle 19 can be moved by the pivoting of an arm 21, one end of which bears spindle l9 and the other end of which is rigidly secured to a rotatable shaft 22, the angular position thereof being controllable by the control or adjusting means 11.
  • FIG. 3 shows the integers which make up the actuating mechanism 10 in the positions corresponding to the auxiliary piston 9 being in its inner dead centre position (position I).
  • FIG. 4 shows the integers which make up the actuating mechanism 10 in their positions corresponding to the auxiliary piston 9 being in its outer dead centre position, corresponding to engine operation on maximum compression ratio (position II) and in the positions for engine operation on minimum compression ratio (position III).
  • FIGS. 3 and 4 like reference figures denote the same elements as in FIG. 1.
  • FIG. 5 is a graph in which time is plotted along the abscissa and the strokes (to difference scales) of the main piston 2 and auxiliary piston 9 are plotted along the ordinate, the graph being for the operation of a four-stroke engine.
  • Curve L represents main piston movement plotted against time for the inlet stroke A, the compression stroke C, the expansion stroke D and the exhaust stroke E consecutively.
  • Curve M represents auxiliary piston travel during engine operation on maximum compression ratio
  • curve N represents auxiliary piston travel for engine operation on minimum compression ratio.
  • the offset between main piston reciprocation and auxiliary piston reciprocation is such that the auxiliary piston 9 reaches its inner dead centre position at a time corresponding to an advance of crankshaft angle before the dead centre position of the main piston 2 at the end of the exhaust stroke.
  • the advance is between 90 and 0.
  • the internal combustion engine hereinbefore described is a four-stroke engine, but a similar description could be devised for a two-stroke internal combustion engine, the only difference being that, instead of the auxiliary piston actuating mechanism 10 being embodied by linkage driven by a shaft running at half the drive shaft speed (as is the case with the camshaft 7 of the four-stroke engine), the mechanism 10 would have to be driven by a shaft running at the same speed as the drive shaft.
  • a graph such as the one shown in FIG. 6 would then result on this graph time is plotted along the abscissa and main piston travel and auxiliary piston travel are plotted on different scales along the orginate.
  • the curve L represents main piston travel plotted against time for the expansion stroke D scavenging stroke B and compression stroke C consecutively.
  • the curve M represents auxiliary piston travel for engine operation on maximum compression ratio
  • the curve N represents auxiliary piston travel for engine operation on minimum compression ratio.
  • the offset between main piston reciprocation and auxiliary piston reciprocation is such that the auxiliary piston 9 reaches its inner dead centre position at substantially the same time as the main piston 2 reaches its top dead centre position.
  • each auxiliary piston 9 disposed on each wrist pin 23 is a rod 24 which is connected to a lever 25 and guided in a link 26.
  • One end of lever 25 is formed with an elongated aperture 27 engaged by a spindle 28, and the other end of lever 25 is connected to the end of a rod 29 pivoted to the auxiliary piston.
  • spindle 28 can be moved between, on the one hand, a position P corresponding to the auxiliary piston outer dead centre position II (engine operation on maximum compression ratio) and, on the other hand, a position P corresponding to the auxiliary piston outer dead centre position III (engine operation on minimum compression ratio).
  • the spindle 28' can be shifted through the agency of the control or adjusting means 11.
  • the auxiliary piston reaches its inner dead centre position (position I) whatever the position of the spindle 28 between its position? and .its position P
  • the control or adjusting means 11 for varying auxiliary piston movement can be directly controlled by the maximum fuel pressure as measured by a-senser in the crown of the auxiliary piston 9.
  • variable compression ratio internal combustion engine whichhas a number of advantages including those summarised in the following Ruggedness and simplicity because of a small auxiliary-piston and a simple, low-inertia and small actuating mechanism therefor Improved scavenging, more particularly of the turbulence chamber, and
  • a variable compression ratio four-stroke internal combustion engine comprising: at least one main cylinder in which a main piston slides driving a crank-shaft; a cylinder head covering this main cylinder; an auxiliary cylinder arranged in this cylinder head and in which an auxiliary piston slides; a passage between the auxiliary cylinder and the main cylinder; a control mechanism actuating the auxiliary piston in a reciprocating motion between an inner dead center near the main cylinder and an outer dead center remote from the main cylinder; the improvement wherein the reciprocating motion of the auxiliary piston operates at a rate equal to half the rate of the reciprocating motion of the main piston, the relative offset between the reciprocating motions of the main piston and of the auxiliary piston is such that the inner dead center is reached by the auxiliary piston during or at the end of the exhaust stroke, and adjusting means are provided for varying the stroke of the auxiliary piston such that the inner dead center position is fixed and the variable outer dead center position is a function of the compression ratio.
  • a variable compression ratio two-stroke internal combustion engine comprising: at least one main cylinder driving a crank-shaft; a cylinder head covering this main cylinder; an auxiliary cylinder arranged in this cylinder head and in which an auxiliary piston slides; a passage between the auxiliary cylinder and the main cylinder; a control mechanism actuating the auxiliary piston in a reciprocating motion between an inner dead center near the main cylinder and an outer dead center remote from the main cylinder, the improvement wherein the reciprocating motion of the auxiliary piston operates at a rate equal to the rate of the reciprocating motion of the main piston, the relative offset between the reciprocating motions of the main piston and of the auxiliary piston is such that the inner dead center is reached by the auxiliary piston during the scavenging stroke, and adjusting means are provided for varying the stroke of the auxiliary piston such that the inner dead center position is fixed and the outerdead center position varies as a function of the compression ratio.
  • a four-stroke engine according to claim 1 wherein the inner dead centre position of the auxiliary piston is arranged to give a very reduced residual volume between the main piston, cylinder head and auxiliary piston.
  • camshaft has for each auxiliary piston a wrist pin fitted with a rod coupled with a lever, one end of which pivots around a spindle and the other end of which is connected to the end of a rod pivoted to the auxiliary piston, the spindle being movable between two end positions, one corresponding to engine operation at maximum compression ratio and the other corresponding to engine operation at minimum compression ratio.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US00167300A 1970-08-03 1971-07-29 Variable compression ratio internal combustion engines Expired - Lifetime US3741175A (en)

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FR7028621A FR2102430A5 (de) 1970-08-03 1970-08-03

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Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2701235A1 (de) * 1976-03-29 1977-10-20 Nippon Soken Brennkraftmaschine mit flammenzuendung und verfahren zum betrieb der maschine
US4137873A (en) * 1977-10-11 1979-02-06 Caswell Sr Dwight A Variable compression ratio piston
US4169435A (en) * 1977-06-23 1979-10-02 Faulconer Edward L Jr Internal combustion engine and method
US4182288A (en) * 1977-02-09 1980-01-08 Volkswagenwerk Aktiengesellschaft Mixture-compressing, spark-ignited internal combustion engine having a combined throttle and compression control
WO1980000095A1 (en) * 1978-06-15 1980-01-24 A Gustavsson Method and arrangement for increasing the efficiency of an internal combustion engine and reducing its pollutants
US4191139A (en) * 1978-06-05 1980-03-04 Tompkins Vincent J Engine with secondary pistons
EP0026592A1 (de) * 1979-09-07 1981-04-08 Norman Bie, Jr. Brennkraftmaschine
US4625684A (en) * 1983-01-04 1986-12-02 Avermaete Gilbert L Ch H L Van Internal combustion engine
US4708096A (en) * 1986-02-24 1987-11-24 Joseph Mroz Internal combustion engine
US4890585A (en) * 1988-11-28 1990-01-02 General Electric Company Internal combustion engine with valve
US4977873A (en) * 1989-06-08 1990-12-18 Clifford L. Elmore Timing chamber ignition method and apparatus
US5031582A (en) * 1989-04-26 1991-07-16 Volkswagen Ag Internal combustion engine providing scavenging with combustion chamber volume control
US5109817A (en) * 1990-11-13 1992-05-05 Altronic, Inc. Catalytic-compression timed ignition
US5297518A (en) * 1992-08-10 1994-03-29 Cherry Mark A Mass controlled compression timed ignition method and igniter
US5421299A (en) * 1992-08-10 1995-06-06 Cherry; Mark A. Compression timed pre-chamber flame distributing igniter for internal combustion engines
US5803026A (en) * 1996-03-16 1998-09-08 Dan Merritt Internal combustion engine
US6230671B1 (en) 1998-11-02 2001-05-15 Raymond C. Achterberg Variable compression and asymmetrical stroke internal combustion engine
US6708654B2 (en) 2000-11-29 2004-03-23 Kenneth W. Cowans High efficiency engine with variable compression ratio and charge (VCRC engine)
US6708655B2 (en) 2002-04-15 2004-03-23 Caterpillar Inc Variable compression ratio device for internal combustion engine
US6752105B2 (en) 2002-08-09 2004-06-22 The United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency Piston-in-piston variable compression ratio engine
US20070000474A1 (en) * 2003-04-04 2007-01-04 Peugeot Citroen Automobiles Sa. Internal combustion engine with direct gasoline injection and controlled ignition
US20070044478A1 (en) * 2005-08-29 2007-03-01 Kashmerick Gerald E Combustion engine
EP1760288A1 (de) * 2004-05-26 2007-03-07 Zengli Yang Ultraexpansions-viertakt-verbrennungsmotor
US20070199299A1 (en) * 2005-08-29 2007-08-30 Kashmerick Gerald E Combustion Engine
US20070256658A1 (en) * 2006-03-06 2007-11-08 Andersson Per G E Combined variable compression ratio and passive ignition system
US20070266978A1 (en) * 2003-04-04 2007-11-22 Peugeot Citroen Automobiles Sa Self-Igniting Petrol Internal Combustion Engine
CN102808691A (zh) * 2011-06-27 2012-12-05 摩尔动力(北京)技术股份有限公司 塞控同缸u流活塞热动力系统
US20150083084A1 (en) * 2013-09-23 2015-03-26 Behnam Nedaie Friction reduction and variable compression ratio

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8507640D0 (en) * 1985-03-25 1985-05-01 Peer S Variable volume engine
GB2183727A (en) * 1985-11-27 1987-06-10 Stephen Peer Variable volume pre-chamber diesel engine
FR2647508A1 (fr) * 1989-05-26 1990-11-30 Jurkovic Dimitri Moteur a combustion interne a taux de compression variable
GB2462494A (en) * 2008-08-15 2010-02-17 Connaught Motor Company Ltd A variable compression ratio engine using a secondary piston

Cited By (34)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2701235A1 (de) * 1976-03-29 1977-10-20 Nippon Soken Brennkraftmaschine mit flammenzuendung und verfahren zum betrieb der maschine
US4182288A (en) * 1977-02-09 1980-01-08 Volkswagenwerk Aktiengesellschaft Mixture-compressing, spark-ignited internal combustion engine having a combined throttle and compression control
US4169435A (en) * 1977-06-23 1979-10-02 Faulconer Edward L Jr Internal combustion engine and method
US4137873A (en) * 1977-10-11 1979-02-06 Caswell Sr Dwight A Variable compression ratio piston
US4191139A (en) * 1978-06-05 1980-03-04 Tompkins Vincent J Engine with secondary pistons
WO1980000095A1 (en) * 1978-06-15 1980-01-24 A Gustavsson Method and arrangement for increasing the efficiency of an internal combustion engine and reducing its pollutants
JPS55500387A (de) * 1978-06-15 1980-07-03
EP0026592A1 (de) * 1979-09-07 1981-04-08 Norman Bie, Jr. Brennkraftmaschine
US4625684A (en) * 1983-01-04 1986-12-02 Avermaete Gilbert L Ch H L Van Internal combustion engine
US4708096A (en) * 1986-02-24 1987-11-24 Joseph Mroz Internal combustion engine
US4890585A (en) * 1988-11-28 1990-01-02 General Electric Company Internal combustion engine with valve
US5031582A (en) * 1989-04-26 1991-07-16 Volkswagen Ag Internal combustion engine providing scavenging with combustion chamber volume control
US4977873A (en) * 1989-06-08 1990-12-18 Clifford L. Elmore Timing chamber ignition method and apparatus
US5109817A (en) * 1990-11-13 1992-05-05 Altronic, Inc. Catalytic-compression timed ignition
US5297518A (en) * 1992-08-10 1994-03-29 Cherry Mark A Mass controlled compression timed ignition method and igniter
US5421299A (en) * 1992-08-10 1995-06-06 Cherry; Mark A. Compression timed pre-chamber flame distributing igniter for internal combustion engines
US5803026A (en) * 1996-03-16 1998-09-08 Dan Merritt Internal combustion engine
US6230671B1 (en) 1998-11-02 2001-05-15 Raymond C. Achterberg Variable compression and asymmetrical stroke internal combustion engine
US6708654B2 (en) 2000-11-29 2004-03-23 Kenneth W. Cowans High efficiency engine with variable compression ratio and charge (VCRC engine)
US20040083991A1 (en) * 2000-11-29 2004-05-06 Cowans Kenneth W. High efficiency engine with variable compression ratio and charge (VCRC engine)
US6814064B2 (en) 2000-11-29 2004-11-09 Kenneth W. Cowans High efficiency engine with variable compression ratio and charge (VCRC engine)
US6708655B2 (en) 2002-04-15 2004-03-23 Caterpillar Inc Variable compression ratio device for internal combustion engine
US6752105B2 (en) 2002-08-09 2004-06-22 The United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency Piston-in-piston variable compression ratio engine
US7387104B2 (en) 2003-04-04 2008-06-17 Peugeot Citroen Automobiles Sa Internal combustion engine with direct gasoline injection and controlled ignition
US20070266978A1 (en) * 2003-04-04 2007-11-22 Peugeot Citroen Automobiles Sa Self-Igniting Petrol Internal Combustion Engine
US20070000474A1 (en) * 2003-04-04 2007-01-04 Peugeot Citroen Automobiles Sa. Internal combustion engine with direct gasoline injection and controlled ignition
EP1760288A1 (de) * 2004-05-26 2007-03-07 Zengli Yang Ultraexpansions-viertakt-verbrennungsmotor
EP1760288A4 (de) * 2004-05-26 2010-08-18 Zengli Yang Ultraexpansions-viertakt-verbrennungsmotor
US20070044478A1 (en) * 2005-08-29 2007-03-01 Kashmerick Gerald E Combustion engine
US20070199299A1 (en) * 2005-08-29 2007-08-30 Kashmerick Gerald E Combustion Engine
US7765785B2 (en) 2005-08-29 2010-08-03 Kashmerick Gerald E Combustion engine
US20070256658A1 (en) * 2006-03-06 2007-11-08 Andersson Per G E Combined variable compression ratio and passive ignition system
CN102808691A (zh) * 2011-06-27 2012-12-05 摩尔动力(北京)技术股份有限公司 塞控同缸u流活塞热动力系统
US20150083084A1 (en) * 2013-09-23 2015-03-26 Behnam Nedaie Friction reduction and variable compression ratio

Also Published As

Publication number Publication date
FR2102430A5 (de) 1972-04-07
DE2137596A1 (de) 1972-02-10
DE2137596B2 (de) 1976-11-11
GB1345074A (en) 1974-01-30

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