US3826086A - Heat engine - Google Patents

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US3826086A
US3826086A US00287091A US28709172A US3826086A US 3826086 A US3826086 A US 3826086A US 00287091 A US00287091 A US 00287091A US 28709172 A US28709172 A US 28709172A US 3826086 A US3826086 A US 3826086A
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chamber
stroke
cylinder
during
port
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US00287091A
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English (en)
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M Milisavljevic
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    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • 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
    • F02B75/30—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with one working piston sliding inside another
    • 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
    • F02B2075/026—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle three
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • thermodynamic engine of the external-combustion July 30, 1974 type including a motor unit with a driving cylinder and a pair of combustion chambers communicating with that cylinder during alternate downstrokes of its driving piston, further comprises an air compressor having-a reciprocating piston synchronised with the driving piston to supply fresh compressed air to the chambers during alternate upstrokes preparatorily to injection of a fresh fuel charge and ignition of the resulting fuel-air mixture in one or the other chamber.
  • the burning mixture from one of the combustion chambers enters the driving cylinder to exert a thrust upon its piston, communication between that chamber and the cylinder is maintained for a fraction of the immediately following upstroke whereby the fresh air now introduced into the chamber by the compressor also enters the driving cylinder to help purge it of combustion residues.
  • the driving and compressor cylinders are coaxiallydisposed, as are the associated pistons which areconcentric portions of a unitary body separated by an annular recess accommodating the inner or driving'cylinder; the cylinders terminate in a head provided in acommon transverse plane with a set of ports leading to the associated combustion chambers,
  • the'ports being controlled by respective valves actuated by a cam carrier which rotates about the cylinder axis.”
  • the present invention proposes providing a reciprocating heat engine having the advantages of a conventional two-stroke engine while obviating the drawbacks thereof due to the limited amount of time available for the combustion of the combustible mixture and in which may be used liquid or gaseous fuels which have a low calorific value or which are difficult to ignite, whilst ensuring integral combustion thereof.
  • the heat engine provided by the invention comprises a source of compressed air, a piston and cylinder arrangement, a connecting rod and crank assembly connecting the piston to a rotary shaft, first and second combustion chambers, first and second pairs of valves respectively associated with said first and second combustion chambers with the first valve of each pair disposed between its associated chamber and the air source and with the second valve of each pair disposed between its associated chamber and the cylinder, a device for injecting fuel into each chamber and a member for igniting said fuel, means for operating each injection device and each ignition member, a valve for connecting the cylinder to the outside atmosphere, and means for controlling said valves.
  • the invention also provides a method of putting this engine into action, which comprises, during a first stroke of. the piston in the cylinder, from its bottom dead point (BDP) to its top dead point (TDP), introducing a charge of compressed air into the first of said combustion chambers, letting a constant volume combustion, begun during the previous cycle, carry on in the second chamber and connecting the cylinder with the atmosphere, during a second stroke of the piston,
  • FIG. 1 is a schematic block representation illustrating the principleof the engine according to the present invention
  • FIG. 2 is an explanatory diagram of the operation of the FIG. 1 engine
  • FIG. 3 illustrates, in section, along line III-Ill of FIG. 4, the main parts of one constructional form of embodiment'of the engine according to the invention
  • FIG. 4 is a section along line IV-IV of FIG. 3;- FIG. 5 is an explanatory diagram of the operations of the engine shown in FIGS. 3 and 4; and
  • FIG. 6 illustrates, in section, a variant of the engine 1 shown in FIGS. 3 and 4.
  • the heat engine schematically illustrated in FIG. 1 comprises an air compressor Co, which may either be of the piston or rotary type, two constant volume combustion chambers C, and C,, connected to the compressor Co through a conduit t, and through a conduit t, respectively, and a piston and driving cylinder arrangement, M, connected to the chambers C and C, through conduits t and t, respectively.
  • Co air compressor
  • M piston and driving cylinder arrangement
  • the entry of compressed air, from the compressor Co, into the two combustion-chambers C, and C, can be interrupted by closing valves S, and S, respectively, arranged at the downstream endof the conduits t, and
  • valves are, for this purpose, sub-- jected to the action of cams K, and K, secured to shafts 11 and 12 respectively, which are driven off the shaft Ar of the driving cylinder arrangement M via a shaft l0 I controlled by the latter.
  • the chambers C, and C have beenillustrated inthe form of rectangles, clearly they will have in actual fact a shape that is particularly adapted to thereof.
  • the conduits t, and t will clearly during a third stroke of the piston, again from its BDP to its TDP, letting the constant volume combustion begun during the preceding stroke carry on in the first chamber, introducing a charge of compressed air into the second chamber and connecting the cylinder with the atmosphere, and, during a fourth and final stroke of the piston, again from its TDP to its BDP, putting the of fuel into the second chamber and igniting the mixbe very short, e.g., a few centimeters.
  • the flow of gaseous fluid from one or other chamber C, and C, through the conduits t and t, respectively can be interrupted byclosingtwo valves S, and S arranged at the downstream end of the conduits t, and t, respectively.
  • these valves could also be arranged at the upstream end of the said conduits.
  • valves S and S are subjected to the action of cams K and K, secured ,to shafts 13 and 14 respectively, these shafts also'being driven off the shaft Ar via the shaft 10.
  • the chambers C, and C each carry a fuel injection device, I, and I, respectively, and a member, A, and A,
  • the compressor Co is a piston compressor
  • the latter can be driven directly by the driving cylinder arrangement M, these two machines then having to be so coupled that'the piston of each moves simultaneously from its top dead point (TDP) to its bottom dead point (BDP) and vice versa.
  • the diagram shows, as a function of these strokes, for how long and when the various valves S, to S, open (homonymous lines of the diagram), for how long and when fuel is injected into each chamber C, and-C, (lines I, and I,)and the instant when the combustible mixture in each'chamber is ignited (lines A, and A,).
  • FIG. 2 diagram shows moreover when combustion in each of the combustion chambers C, and C, (lines C, and C,) in the engine cylinder takes place (line C For an engine having piston compressor, it shows also what are the compression strokes of the latter (strokes I and III of line Co).
  • the valves 8, and S are made to close and the valve S, is made to open.
  • the cam K controls the injector 1,, so that the chamber C, receives a charge of fuel.
  • a fuel and compressed air mixture which will be all the more homogeneous if the fuel has been divided into small droplets, or even vaporized if it is sufficiently volatile.
  • This mixture is ignited by the member A, as soon as the injection of fuel into the chamber ceases (line A, in the diagram). Since the chamber C, is cut off from the driving cylinder arrangement M, the combustion that results from this ignition takes place at constant volume and will also remain so throughout the next stroke (stroke III).
  • the valves 8,, S, and S are open and the valves S, and S, are closed.
  • the combustion which started during the previous stroke carries on at constant volume (see line C,).
  • the chamber C is,'however, connected to ,the compressor Co, which supplies it with fresh air under pressure as soon as the piston of the latter moves from its BDP to its TDP, this movement also being made by the piston of the driving cylinder arrangement M.
  • the chamber C is also connected, via the valve S4, to the cylinder of the arrangement M, thus enabling the fresh air from the compressor to scavenge the chamber C, and, partially, the cylinder of the arrangement M.
  • the compressor Co can fill the chamber C, with compressed airuntil the end of the third stroke, during which stroke the piston of the driving cylinder arrangement M attends to the discharge of the burnt gases filling the cylinder thereof.
  • the piston of the latter is pushed from the TD? to the BDP by the gases under pressure which invade it and this is the second driving stroke of the cycle.
  • the chamber C receives a charge of fuel via the injector I, so as to form in this chamber a combustible mixture which is subsequently ignited by supplying the member A, with electric current.
  • the combustion begins in this chamber C,;
  • the combustion time, in a given working cycle, can be increased to 2n-l where n is the number of constant volume combustion chambers associated with one driving cylinder arrangement, each chamber forming with the cylinder arrangement one working unit having a working cycle of 2n;
  • the number of driving strokes'per working cycle of one cylinder-chamber unit can be increased to n;
  • the means used for preparing and burning the air-fuel mixture include the compressedair source Co, the two constant volume combustion chambers C and'C- the conduits t and t the valves S and 8,, the control means l0, 11, 12, K and K, for these valves, the fuel injection devices I and I the ignition members A and A, and their control means 16,, 17,10, and K
  • Themeans for transmitting the energy of the gases to the drive shaft include the driving cylinder arrangement M with its connecting rod, the crank, the shaftAr, the valvess S and 8,, the means 13,14, 15, K K and K, controlling these valves, and the conduits t t and t
  • the working cycle of each working unit consist-' ing of one chamber and of the driving cylinder arrangement thus comprises four strokes asis apparent from the description of the operation with reference to FIG.
  • the cycle comprisestwo driving strokes, one for each working unit (the fourth in the case of the working unit that includes chamber C,, and the second in the case of the working unit that includes the chamber C ln-the engine'illustrated in FIGS. 3 and 4 the compressed air source is formed by a compressor consisting of a piston and cylinder'arrangement operating in synchronism with the driving cylinder arrangement.
  • the characteristic feature of this engine lies in the association of the compression cylinder arrangement with the driving cylinder arrangement so as to provide a power unit of minimal size with which maximum power output can be achieved for a given driving cylinder capacity
  • the engine of FIGS. 3 and 4 comprises a cylinder 1 inside which is coaxially mounted a second cylinder 2 in the form of a sleeve which is secured by its flared upper end portion 2a to a head 3, the latter being in turn secured to a flared upperend portion 1a of the cylinder 1.
  • a piston 4 having rings 4a and a circular slot 5 extending from its top end to a depth slightly greater than the length of the cylinder 2 which can thus slide in this slot 5 during axial movement of the piston 4 in the cylinder.
  • the central portion of the piston 4 thus forms a piston 6 for the cylinder 2, which piston is also provided with rings 6a.
  • the pistons 4 and 6-thus constitute, through their lower portions, a single part to which is'conv'entionally secured a rod 7 which connects the unit consisting of the two pistons 4 and 6 to a drive shaft not shown.
  • the piston 4 of cylinder 1 is an annular piston which slides between the inner surface of the cylinder 1 and the outer surface of the cylinder 2. Tolighten the pistons 4 and 6, these are hollowed out at 8 and 9 respectively.
  • valves l2, l3 and 14, 15 In the head are provided two combustion chambers 10 and 11 and two pairs of valves l2, l3 and 14, 15, the pair 12, 13 being associated with chamber 10 and the pair 14, 15 being associated with chamber 11, each pair respectively connecting the associated chamber to the cylinders l and 2.
  • the valves are acted upon by springs 16, 17, 18 and 19 which tend to maintain the associated valves in the illustrated closed position.
  • the stems of the valves 12 to 14 are each formed at their ends with notches 20, 21, 22 and'23 respectively cooperating with cams 24, 25, 26 and 27 that are secured to the untively.
  • I In the lower end portion of the stem of valve 12 there is formed a passage 36 which causes the cylinder 1 to communicate, in any position of the valve, with a passage 37 formed in the head 3 along chambers 10 and 11.
  • passages 38, 39 and 40 respectively which connect the passage 37 with another passage 41 formed in the head above the latter and in substantially parallel relationship therewith.
  • the passages 36 to 41 thus together form a duct through which fresh air may be circulated to cool the valves and the combustion chambers as will be explained further on.
  • the piston 4 is formed with a groove 42 whose function will be explained hereafter.
  • the engine comprises a further pair of valves 43 and 44, the first, 43,
  • valves 43 and 44 are also provided with notches, not shown, which cooperate with cams, not shown, secured to the underside of the'wheel 28.
  • valves 12 to 15 and the pistons 4 and 6 occupy the positions illustrated in FIG. 3, that the valves 43 and 44 are also closed, that the chamber 10 has just been filled with compressed air, in the course of the preceding stroke, and that in the chamber 11 constant volume combustion is taking place of the air and fuel mixture introduced and ignited during preceding strokes.
  • valves 12 and 44 are opened, thus causing the fresh air contained in the compression cylinder 1, in the chamber 10 and inthe cooling system 36-41 to be compressed, and causing the burnt gases in the driving cylinder 2 to be exhausted.
  • the valve 13 which remained open at the end of the third stroke is closed to enable the chamber 10 to be scavenged by the fresh air entering it.
  • the valves 12 and 44 are closed.
  • the means used for preparing and burning the air and fuel mixture include a piston compressorconsisting of the cylinder 1 and of the piston 4, the connecting rod 7, the two constant volume combustion chambers 10 and 11, the valves 12, 14 and 43, the control means 16, 19, 20, 23, 24, 27, 28-31 for these valves, the fuel injection devices 32 and 34 and ignition members 33 and 35.
  • the means for transmitting the energy of the gases to the drive shaft include a driving cylinder arrangement consisting of the cylinder 2 and of the piston 6, the connecting rod -7, the valves 13, 15 and 44 and the control means 17, 18, 21, 22, 25, 26 and 28-31 for these valves.
  • the working cycle of each unit consisting of one chamber and of the driving cylinder arrangement thus has four working strokes as is apparent from the above description of the operation (see FIG. 5).
  • the combustion takes place during three strokes: two constant volume strokes (during the first and the second in the case of chamber 10 and during the third and fourth in the case of chamber 11) and one variable volume stroke (during the third in the'case of chamber 10 and during the first in the case of chamber 11).
  • the cycle includes two driving strokes, one for each working unit (the first in the case of the unit that includes chamber 11 and the third in the case of the unit that includes chamber 10).
  • FIGS. 3 and 4 thus has all the characteristic features and hence all the advantages of the engine schematically illustrated in FIG. 1.
  • the main one being the reduced number of parts needed to operate a compressor and a driving cylinderarrangement and hence the reduction to 'a minimum of the overall size of an engine of given power.
  • the amount of air and fuel mixture and its compression ratio can, in the case of a particular driving'cylinder arrangement be varied by varying the capacity of the compression cylinder 1.
  • the powerof the engine may also be increased without increasing the compression ratio by selecting a suitable ratio for the diameters of the pistons (cylinders).
  • the characteristic feature of the engine given by way of example thus essentially consists in the manner in which is designed the assembly that includes the compressor and the driving cylinder arrangement, which design enables the useof a single cylinder unit, a single piston, a single connecting rod and a single crank, and further enables the actual manufacture of the engine to be simplified.
  • this constructional principle may be applied to any other engine besides that described by way of example and which includes a piston and driving cylinder arrangement, at least one combustion chamber connected by valves firstly tothis driving cylinder arrangement and secondly to a compressedair source.
  • FIG. 6 The variant shown in FIG. 6 .differs from the constructional embodiment shown in FIG. 3 in that a third 'chamber 47 is disposed between the chambers l-and 11 and the driving cylinder 2 and is connected to the latter by a valve 48.
  • a passage 49 is formed inside the stem of the valve 48 to enable the passages 37 and 41 to communicate.
  • the valve 48 is provided with a return spring 5 0 and, at the end of its stem, with a notch 51 cooperating with a cam 52 secured to the topside of the .and 11 on to the top face of the piston 6.
  • the actuation of the valve 48 issynchronized' with that of the valves 13 and 15, i.e.', it is opened at the beginning of the first and third strokes and closed shortly after'the beginning of the second and fourth strokes.
  • the chamber 47 may be filled either with compressed fresh airor with air and fuel mixture.
  • the valves 13 and 15 connecting the combustion chambers 10 and 11 to the chamber 47 will be closed at the beginning of the third and first strokes, respectively, a little after the valve 48, to enable the compressed air to enter the chamber 47.
  • This air will assist the combustion of the gases issuing from the chambers 10 and 11.
  • Fuel may also be injected into the compressed air in the chamber 47; in this case the air and fuel mixture will ignite spontaneously upon coming into contact with the gases issuing from the chambers 10 and 11, thereby causing an explosion and hence an increase in the action of the gases on the piston 6.
  • valve control means given by way of example may be replaced by other suitable means.
  • thermodynamic engine comprising:
  • a source of compressed air including a compressor cylinder and a compressor piston reciprocable therein, said pistons being interconnected for synchronous reciprocation;
  • first valve means for connecting said compressor cylinder with said first chamber during a first stroke of said pistons in a four-stroke working cycle
  • first injection means for charging said first chamber with fuel after said first stroke and before said fourth stroke
  • first ignition means for igniting the air-fuel mixture in said first chamber after operation of said first injection means and before said fourth stroke, thereby initiating a combustion at constant volume in said first chamber prior to operation of said third valve means with subsequent transfer of combustion to said driving cylinder during said fourth stroke;
  • second injection means for charging said second chamber with fuel after said third stroke and before the second strokeof the next cycle
  • second ignition means for igniting the air-fuel mixture in said second chamber after operation of said second injection means and before said second stroke of the next cycle, thereby initiating a combustion at constant volume in said second chamber prior to operation of said fourth valve means with subsequent transfer of combustion to said driving cylinder during said second stroke of the next cycle;
  • first and second ignition means operatively coupled with said drive shaft.
  • thermodynamic engine comprising:
  • a head common to both cylinders at an end thereof remote from said location, said head being provided with a. first combustion chamber, a second combustion chamber, a first port leading from said outer cylinder to said first chamber, a second port leading from said outer cylinder to said second chamber, a third port leading from said first chamber to said inner cylinder, a fourth port leading from said second chamber to said inner cylinder, a fresh-air inlet communicating with said outer cylinder, and an outlet communicating with said inner cylinder;
  • I a first, a second, a third, a fourth, a fifth and a sixth first injection means for charging said first chamber with fuel;
  • first ignition means for igniting an air-'fuel mixture in said first chamber
  • second injection means for charging said second chamber with fuel
  • second ignition means for igniting an air-fuel mixture in said second chamber
  • control means for said valves, said first and second injection means and said first and second ignition means operatively coupled with said drive shaft for opening said inlet during a first and a third stroke of a four-stroke working cycle of said pistons, opening said outlet during a second and a fourth stroke of a cycle, opening said first port during said fourth stroke, opening said second port during said second stroke, opening said third port during said third stroke, opening said fourth port during said first stroke, successively actuating said first injection and ignition means in the first half of a cycle, and successively actuating said second injection and ignition means in a second half of a cycle.
  • control means is operative to keep said third port open during an initial fraction of said fourth stroke and to keep said fourth port open during an initial fraction of said second stroke.
  • control means is'operative to actuate said first injection and ignition means at the beginning of said first stroke and to actuate said second injection and ignition means at the beginning of said third stroke.
  • control means comprises a set of cams coacting with all said valves and a carrier for said cams rotatable about the axis of said cylinders.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US00287091A 1971-09-08 1972-09-07 Heat engine Expired - Lifetime US3826086A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH1315571A CH553918A (fr) 1971-09-08 1971-09-08 Moteur thermique.

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US3826086A true US3826086A (en) 1974-07-30

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US00287091A Expired - Lifetime US3826086A (en) 1971-09-08 1972-09-07 Heat engine

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US (1) US3826086A (ja)
JP (1) JPS5212841B2 (ja)
CH (1) CH553918A (ja)
DE (1) DE2244145C3 (ja)
FR (1) FR2152190A5 (ja)
IT (1) IT967228B (ja)
SE (1) SE383016B (ja)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5010852A (en) * 1989-04-14 1991-04-30 Milisavljevic Milorad S Heat engine
US6199369B1 (en) * 1997-03-14 2001-03-13 Daniel J. Meyer Separate process engine
WO2001057377A1 (fr) * 2000-02-02 2001-08-09 Normand Beaudoin Moteur energetique a refoulement mecanique
US6601379B1 (en) * 1999-04-14 2003-08-05 Diro Konstruktions Gmbh & Co. Kg Internal combustion engine
US6752104B2 (en) 2001-12-11 2004-06-22 Caterpillar Inc Simultaneous dual mode combustion engine operating on spark ignition and homogenous charge compression ignition
EP2785996A4 (en) * 2011-11-30 2016-03-02 Tour Engine Inc SHIFT VALVE FOR A DOUBLE PISTON ACTUATOR

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2603338B1 (fr) * 1986-09-02 1990-12-21 Esparbes Bernard Moteur a combustion interne a piston annulaire et arbre central
WO1998031924A1 (fr) * 1997-01-17 1998-07-23 Stevan Miokovic Moteur a combustion interne avec allumage par air comprime equipe de distributeurs rotatifs
WO2007088560A1 (en) * 2006-02-02 2007-08-09 Ravi P An improved hybrid internal combustion engine with extended expansion

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US970063A (en) * 1906-12-08 1910-09-13 Simon Lake Internal-combustion engine.
US1849347A (en) * 1928-06-08 1932-03-15 Samuel Summer External combustion engine
US2182430A (en) * 1935-05-24 1939-12-05 Harvey M Gersman External combustion engine
US2275756A (en) * 1940-08-26 1942-03-10 Glen N Hanson External combustion motor

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US970063A (en) * 1906-12-08 1910-09-13 Simon Lake Internal-combustion engine.
US1849347A (en) * 1928-06-08 1932-03-15 Samuel Summer External combustion engine
US2182430A (en) * 1935-05-24 1939-12-05 Harvey M Gersman External combustion engine
US2275756A (en) * 1940-08-26 1942-03-10 Glen N Hanson External combustion motor

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5010852A (en) * 1989-04-14 1991-04-30 Milisavljevic Milorad S Heat engine
US6199369B1 (en) * 1997-03-14 2001-03-13 Daniel J. Meyer Separate process engine
US6601379B1 (en) * 1999-04-14 2003-08-05 Diro Konstruktions Gmbh & Co. Kg Internal combustion engine
WO2001057377A1 (fr) * 2000-02-02 2001-08-09 Normand Beaudoin Moteur energetique a refoulement mecanique
US6752104B2 (en) 2001-12-11 2004-06-22 Caterpillar Inc Simultaneous dual mode combustion engine operating on spark ignition and homogenous charge compression ignition
EP2785996A4 (en) * 2011-11-30 2016-03-02 Tour Engine Inc SHIFT VALVE FOR A DOUBLE PISTON ACTUATOR
US9689307B2 (en) 2011-11-30 2017-06-27 Tour Engine, Inc. Crossover valve in double piston cycle engine

Also Published As

Publication number Publication date
DE2244145B2 (de) 1978-11-23
JPS5212841B2 (ja) 1977-04-09
SE383016B (sv) 1976-02-23
DE2244145C3 (de) 1979-08-02
CH553918A (fr) 1974-09-13
DE2244145A1 (de) 1973-03-29
JPS4836503A (ja) 1973-05-30
IT967228B (it) 1974-02-28
FR2152190A5 (ja) 1973-04-20

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