WO1986005841A1 - Moteur a combustion interne a piston rotatif - Google Patents

Moteur a combustion interne a piston rotatif Download PDF

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Publication number
WO1986005841A1
WO1986005841A1 PCT/EP1985/000130 EP8500130W WO8605841A1 WO 1986005841 A1 WO1986005841 A1 WO 1986005841A1 EP 8500130 W EP8500130 W EP 8500130W WO 8605841 A1 WO8605841 A1 WO 8605841A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
hollow shaft
internal combustion
combustion engine
double hollow
Prior art date
Application number
PCT/EP1985/000130
Other languages
German (de)
English (en)
Inventor
Milic^¿ic^´ DRAGAN
Original Assignee
Dragan Milicic
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
Priority to DE3335742A priority Critical patent/DE3335742C2/de
Application filed by Dragan Milicic filed Critical Dragan Milicic
Priority to EP85901437A priority patent/EP0214959A1/fr
Priority to PCT/EP1985/000130 priority patent/WO1986005841A1/fr
Publication of WO1986005841A1 publication Critical patent/WO1986005841A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/18—Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/344—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member
    • F01C1/3441—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member the inner and outer member being in contact along one line or continuous surface substantially parallel to the axis of rotation
    • 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
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/04—Charge admission or combustion-gas discharge
    • 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
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B2053/005—Wankel 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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

  • the invention relates to a rotary piston internal combustion engine according to the preamble of claim 1.
  • Internal combustion engines are heat engines that provide usable mechanical work by burning fuels in a work space whose volume changes.
  • Otto and diesel engines are designed as reciprocating and rotary piston machines.
  • a piston reciprocates between two end points, the stroke.
  • a piston rotates in a housing around its own center and at the same time circles around the center of the Machine.
  • a well-known representative of the rotary piston machine is the Wankel engine.
  • Reciprocating engines are made up of relatively complex parts.
  • a reciprocating piston engine is very complex and therefore expensive. Due to the reciprocating piston principle, mass forces occur that lead to vibrations and the engine is noisy overall. Due to the large number of bearings required, the engine has to overcome a relatively large amount of friction, which increases fuel consumption.
  • Ein ⁇ a reciprocating engine construction in a vehicle is the 'fuel consumption in addition to the relatively high weight of the engine and its large amount of space, are possible only through the be ⁇ dingt streamlined bodies, to bear.
  • the object of the invention is to provide an internal combustion engine which is simple in terms of the system, contains only a few components and is therefore inexpensive to manufacture, and which has only a small structural volume with little weight.
  • the rotor has an odd number of Piston plates, preferably three or five, attached at equal angular intervals.
  • the rotor carries recessed combustion troughs in the area between the piston lamellae, which have a channel connection to a cylindrical bore in the rotor, in which a double hollow shaft is arranged.
  • the double hollow shaft is driven at half the speed of the rotor in the same direction.
  • the combustion troughs can be extended on both sides by trough channels up to the piston fins for pressure equalization (claim 10).
  • the combustion gases pass through the channel, which acts here as an outlet channel, into a cylinder chamber of the double hollow shaft, and are conducted to the outside from there.
  • the fuel-air mixture is fed to the combustion bowl via the same channel, which then acts as an inlet channel.
  • the gas exchange takes place through slots in the double hollow shaft. In a respective axially delimited area, a pair of slots is arranged one behind the other on the circumference, one slot having a connection to the exhaust cylinder space of the double hollow shaft and the other slot to the fuel-air mixture cylinder space of the double hollow shaft.
  • the pairs of slots are axially offset on the double hollow shaft and offset circumferentially from one another in such a way that a suitable gas change takes place in the combustion chamber in the volume-changing working spaces between the piston plates, similar to a reciprocating piston engine, in each combustion bowl.
  • the engine according to the invention runs in the four-stroke process with the known advantages over the two-stroke process, such as better combustion, better exhaust gases, etc.
  • the engine has significantly fewer parts and is basically simpler in construction.
  • the desired rotational movement on an output shaft is made available directly by the rotor, so that no movement conversion parts, such as connecting rods, crankshafts, etc., are required.
  • no valves and the complicated control required for a reciprocating piston engine are necessary.
  • the proposed motor is lighter overall in weight and significantly smaller in volume. The production is less expensive both because of the lower material consumption and because of the faster assembly due to fewer parts. Mass forces occur in the engine, which originate from the piston plates.
  • the motor is quieter and therefore more environmentally friendly, or easier to handle in terms of noise insulation. Since only a small number of bearing points is required (the bearing points for connecting rods, crankshafts, valves, etc. are not available), the engine has less friction, so that little fuel has to be used to overcome the friction.
  • the motor can advantageously be used as a drive unit for a vehicle, since it is cheap in terms of weight and, because of its small construction volume, allows the vehicle body to have a slippery shape.
  • the provision of a preferably hemispherical combustion bowl creates an ideal combustion chamber shape (claims 7 and 8), which leads to very good combustion and thus to good exhaust gas values.
  • a work cycle occurs only every second revolution of the combustion bowl, as a result of which all parts are less thermally stressed than __ in the Wankel engine. Especially the spot around the spark plug
  • the cooling of the rotor can easily be performed 3Q motor as the rotary piston cooling in Wankel ⁇ since accumulated there oil in the plunger tips that will not leak to dissipate heat from the rotary piston.
  • the lubricating film on the raceway is applied more frequently and the lubrication is better overall because the rotor rotates faster in relation to the output shaft than the rotary piston in the Wankel engine.
  • the manufacture of the motor according to the invention is much cheaper because the housing and the rotor are easy to machine and are not as complicated as the housing and the triangular piston with its hollow gear in the Wankel engine.
  • the rotary piston internal combustion engine according to the invention is simpler, cheaper, consumes less and has better exhaust gases than a rotary piston machine of the Wankel type.
  • the pairs of slots between each next but one associated combustion bowl are arranged offset at the distance of the angle on the circumference of the double hollow shaft. This ensures smooth engine running with one combustion in every second consecutive combustion bowl.
  • the firing sequence would be I, III, V, II, IV.
  • the inner wall of the housing and the raceway curve for the cam plates are formed from two circles with different radii, the center points of which are at a distance from the eccentricity e.
  • the smaller circle has its center in the rotor axis and its radius corresponds to that of the rotor.
  • the circular length of the smaller circle corresponds to an angle section of size V 7 , this being the angular distance between two piston plates.
  • the two circles are connected by common tangents as straight track sections. The transitions from one circular arc in the other to tangent pieces, which are tangents to both circles, ensure smooth and jerk-free sliding of the piston plates on the raceway curve.
  • the outer cylinder space of the double hollow shaft should be connected to the fuel-air mixture preparation system and the inner cylinder space of the double hollow shaft should be connected to the exhaust system. This ensures good swirling.
  • Claim 5 proposes to divide the circumferential areas in each slot pair into approximately four sectors of the same size and to delimit these sectors with seals.
  • the inlet and outlet slots are located in two adjacent sectors. If each of these slots preferably encompasses the entire sector, the entire inlet or outlet slot is opened 80 to 90% of the time, advantageously so that the filling and thus the mean effective piston pressure is greater than in known engines.
  • Each sector is assigned to a cycle and is swept from the channel to the combustion bowl.
  • Claim 6 provides a sealing strip arrangement which leads to a good sealing of the individual sectors.
  • the combustion bowl should be spherical or hemispherical. This is intended in particular for internal combustion engines that work according to the Otto process. In the case of internal combustion engines which are to operate according to the diesel process, on the other hand, it is advisable to choose a smaller combustion chamber in volume. But here too the radial section should have an approximately spherical shape (claim 8).
  • the connecting shaft between the inner cylinder space of the double hollow shaft and a valve slot should be drawn in and narrow in its central region. It is thereby achieved that directly through paths are formed in the axial direction for an unimpeded flow of fuel-air mixture. Without this training d ng, a higher friction is to be expected for the mixture, since otherwise there are connecting shafts in its flow path that would have to be flowed around.
  • FIG. 3 shows a longitudinal section along the line A-A from FIG. 1,
  • FIG. 5 shows a section through a double hollow shaft along the lines II, III, IV and V from FIG. 3,
  • Fig. 6 is a plan view of a double hollow shaft with the
  • FIG. 16 shows a radial section through a further embodiment of a double hollow shaft.
  • a rotary piston internal combustion engine 1 which consists essentially of a housing 2, a rotor 3 and a double hollow shaft 4.
  • the rotor 3 contains five piston fins 5 to 9, which are evenly distributed around the circumference and can carry out radial movements.
  • the piston fins 5 to 9 slide on the inside of the housing 2.
  • the rotor further contains on its cylindrical circumferential surface between the piston fins 5 to 9 hemispherical combustion bowl bis 10 to 14, each of which extends through bowl channels 45, 46 to the piston fins 5 to 9 are.
  • a cylindrical bore is made within the rotor 3, in which the double hollow shaft 4 rotates concentrically and is sealed with seals against the bore.
  • a channel 16 leads from each combustion bowl 10 to 14 to the double hollow shaft 4. These channels 16 are all directed radially, but only one channel 16 (shown in FIG. 3) leads straight down, while the other channels, as shown in FIG. 4 , are inclined to the side and lead to axially offset points.
  • the double hollow shaft 4 has an inner cylindrical space 17 and an outer cylindrical space 18.
  • the two spaces 17, 18 are provided with an outlet slot 19 and an inlet slot 20 as a connection to the double hollow shaft outer wall.
  • the inner, cylindrical space 17 serves as an exhaust gas duct, while the outer, cylindrical space 18 serves as a feed for the gas-air mixture.
  • a spark plug 21 is screwed into the housing 2 from the outside and has a connection to the interior or, in the phase shown, to the combustion bowl 10 via an ignition channel 22.
  • a mounting flange 23 is also shown on the outside of the housing 2.
  • the arrangement of the rotor 3 and the shape of the raceway 24 can be seen from the diagram in FIG. 2.
  • the cross section of the track 24 over its greater length consists of a circle with the radius R 2 around the center point 0 2.
  • the track 24 is formed by a circular arc 25 with the length 1, the radius of which R 1 corresponds to the rotor radius and its center 0 1 corresponds to the axis position of the rotor.
  • the center points 0_ j and 0 2 are offset by the eccentricity e.
  • the two arcs are connected by common tangents t.
  • the length 1 .. of the circular arc 25 should correspond to the distance between two piston plates lying next to one another. This results in the length
  • This eccentric arrangement of the rotor 3 causes a change in the volume of the working volume between the piston laminations as shown in FIG. 1 during its rotation.
  • Fig. 3 the section along the line A-A of Fig.1 is shown.
  • the housing 2 carries a housing cover 26, 27 on the end face, which is screwed to the cylindrical part 2.
  • the rotor 3 can also be seen, which is supported with extensions in rotor bearings 28, 29.
  • the rotor also has an end rotor cover 30.
  • the combustion bowl 10 with its channel 16 can be seen in the rotor section.
  • FIG. 5 shows sections along lines II, III, IV, V through the double hollow shaft 4 and drawn accordingly.
  • a section along the line I is not shown, since this corresponds to the view in FIG. 1.
  • Fig. 1 are also the work spaces with Roman
  • Numbers refer to the corresponding areas via the channels to the combustion chambers. 5. It can be seen from FIG. 5 that the inlet and outlet slots 19, 20 are offset by 72 ° on the circumference of the hollow shaft, specifically in the direction of rotation for the assigned working spaces of I, III, V, II, IV.
  • FIG. 6 shows a double hollow shaft in plan view in the position shown in the previous drawings.
  • the arrangement of the seals can be seen in particular (only one sealing strip is shown in the preceding drawings for reasons of clarity).
  • Sealing strips 40, 41 are provided in recessed grooves in the double hollow shaft 4 to delimit individual sectors. These sealing strips comprise approximately a quarter of the outer circumference of the double hollow shaft 4.
  • the sealing strips 40, 41 are interrupted by long, short sealing strips 42, against which the sealing strips 40, 41 abut.
  • the double hollow shaft is thus divided into four sectors on the outside in each of the five circumferential areas, all of which are surrounded by their own seals.
  • FIG. 7 shows one revolution of the double hollow shaft 4 starting with the position shown in FIG. 1 and two revolutions of the rotor * , the rotor positions being provided with degrees.
  • the channel 16 sweeps over the dividing line between the outlet slot 19 and the inlet slot 20.
  • exhaust gas is still expelled and at the same time gas-air mixture is already supplied to the combustion bowl 10.
  • This overlapping gas change is desirable and also corresponds to the overlapping gas change in reciprocating engines.
  • the rotor 3 continues to rotate, as a result of which the outlet slot 19 is closed and the channel 16 is guided along the inlet slot 20.
  • the volume of the working space I is increased as the rotor 3 moves further, as a result of which gas-air mixture is sucked in.
  • the illustration b) shows the position in which the channel 16 is rotated by 90 °, whereas the double hollow shaft has only moved 45 further, so that the channel 16 is approximately above the center of the inlet slot 20.
  • the rotor 3 has made a half turn, so that the combustion bowl 10 in FIG. 1 would point vertically downward and the working space I has reached its greatest volume.
  • the subsequent rotation of the Channel 16 passed over the area of the inlet slot, so that the inlet or intake stroke is almost complete.
  • the channel 16 already runs over a closed sector 43, so that there is no longer any connection to the inside of the double hollow shaft 4.
  • the volume of the working space I is reduced so that the gas-air mixture is compressed in one compression cycle.
  • the rotor has made one full revolution.
  • the sucked-in gas-air mixture is compressed in this position and the combustion bowl 10 lies under the ignition channel 22 of the spark plug 21. Now the combustion is ignited.
  • the working space during the combustion is limited here by the inner wall of the housing 2, the combustion bowl 10, the channel 16 and the surface of the double hollow shaft 4 lying under the channel 16 and the bowl channels.
  • the gas-air mixture was forced into the combustion bowl 10 under high pressure through the bowl channels, as a result of which there is a high level of turbulence, which leads to good combustion.
  • the rotor 3 or the channel 16 has already overtaken the double hollow shaft 4 to such an extent that the channel 16 is partially above the outlet slot 19. This is the position when the combustion bowl again points vertically downwards and the work area I has reached its greatest volume, as a result of which the work cycle is completed and the exhaust cycle is initiated.
  • the channel 16 sweeps over the outlet slot 19 with its full opening, the volume of the working space I being reduced again and the combustion gases being exhausted as a result.
  • FIG. 8 shows a radial section through a combustion bowl and FIG. 9 shows the corresponding axial section. In these two figures there is one in total
  • FIGS. 10 and 11 also show relatively large combustion bowls for internal combustion engines using the Otto process
  • FIGS. 12 to 15 show representations of combustion bowls corresponding to FIGS. 8 to 11, which are preferably suitable for internal combustion engines using the diesel method.
  • the radial cuts are also approximately circular or semicircular here.
  • the axial cuts are also approximately circular or semicircular here.
  • FIG. 16 shows a radial section through a double hollow shaft.
  • the connecting shafts from the inner cylinder space 47 to the outside are narrower and 35 narrower.
  • continuous axial regions 48, 49, 50 are formed for the fuel-air mixture is achieved by the 'unimpeded flow path.
  • the rotary piston internal combustion engine according to the invention is extremely simple, particularly with regard to gas control and gas exchange. Cooling can also be carried out easily. In the case of smaller motors, for example with three work rooms, air cooling can be provided, while in the case of larger motors the housing or the raceway can be cooled with water and the rotor with oil.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Hydraulic Motors (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Un moteur à combustion interne à piston rotatif comprend un carter (2), un rotor (3) et un double arbre creux (4). Un nombre impair de lamelles piston (5 à 9) est monté sur le rotor. Le rotor (3) porte entre les lamelles piston adjacentes des auges hémisphériques (10 à 14) connectées au double arbre creux (4) par des canaux (16). Les canaux (16) sont axialement décalés et aboutissent par conséquent à des régions axialement décalées de la circonférence du double arbre creux (4). Le double arbre creux (4) est entraîné dans le même sens de rotation que le rotor (3), avec la moitié de la vitesse de celui-ci. L'échange de gaz se fait par des fentes adjacentes (19, 20) agencées à la circonférence du double arbre creux, par lesquelles un mélange de gaz et d'air est amené aux chambres de travail (I à V), ou du gaz d'échappement est évacué. Les paires de fentes (19, 20) pour chaque chambre de travail (I à V) sont décalées sur la circonférence du double arbre creux (4) de telle sorte que la mi-vitesse de rotation du double arbre creux (4) par rapport au rotor (3) crée un cycle de fonctionnement à quatre temps. Ce moteur à combustion interne est, par comparaison avec des moteurs connus, d'une construction plus simple, moins coûteux, consomme moins d'essence et a de bonnes valeurs de gaz d'échappement, grâce à une bonne combustion.
PCT/EP1985/000130 1983-10-01 1985-03-27 Moteur a combustion interne a piston rotatif WO1986005841A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE3335742A DE3335742C2 (de) 1983-10-01 1983-10-01 Innenachsige Umlaufkolben-Brennkraftmaschine
EP85901437A EP0214959A1 (fr) 1983-10-01 1985-03-27 Moteur a combustion interne a piston rotatif
PCT/EP1985/000130 WO1986005841A1 (fr) 1983-10-01 1985-03-27 Moteur a combustion interne a piston rotatif

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3335742A DE3335742C2 (de) 1983-10-01 1983-10-01 Innenachsige Umlaufkolben-Brennkraftmaschine
PCT/EP1985/000130 WO1986005841A1 (fr) 1983-10-01 1985-03-27 Moteur a combustion interne a piston rotatif

Publications (1)

Publication Number Publication Date
WO1986005841A1 true WO1986005841A1 (fr) 1986-10-09

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ID=25814519

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1985/000130 WO1986005841A1 (fr) 1983-10-01 1985-03-27 Moteur a combustion interne a piston rotatif

Country Status (3)

Country Link
EP (1) EP0214959A1 (fr)
DE (1) DE3335742C2 (fr)
WO (1) WO1986005841A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991018193A1 (fr) * 1990-05-11 1991-11-28 Richard Charles Smythe Moteur rotatif
AU700738B2 (en) * 1990-05-11 1999-01-14 Richard Charles Smythe Rotary engine

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5711268A (en) * 1995-09-18 1998-01-27 C & M Technologies, Inc. Rotary vane engine
WO2007049226A1 (fr) * 2005-10-24 2007-05-03 Botha Stephanus Christoffel He Moteur à palettes rotatives pour combustion externe
DE102011001551B4 (de) * 2011-03-25 2017-11-02 Philipp Diem Verbrennungsmotor mit einem um seine Achse drehbaren Rotor
DE102013017359B4 (de) * 2013-10-18 2020-10-15 Peter Gehrke Drehscheibenkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE296378C (fr) *
US1770225A (en) * 1928-06-22 1930-07-08 Patent Finance And Holding Com Rotary gas engine
DE649380C (de) * 1937-08-21 Hans Ungemach Drehkolbenbrennkraftmaschine
FR1553809A (fr) * 1967-10-13 1969-01-17

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2044254A1 (de) * 1970-09-07 1972-03-16 General Management Co., North Hollywood, Calif. (V.StA.) Radialkammer-Verdrängungs-Fluidkraftmaschine
JPS5212843B2 (fr) * 1973-03-30 1977-04-09

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE296378C (fr) *
DE649380C (de) * 1937-08-21 Hans Ungemach Drehkolbenbrennkraftmaschine
US1770225A (en) * 1928-06-22 1930-07-08 Patent Finance And Holding Com Rotary gas engine
FR1553809A (fr) * 1967-10-13 1969-01-17

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991018193A1 (fr) * 1990-05-11 1991-11-28 Richard Charles Smythe Moteur rotatif
GB2259953A (en) * 1990-05-11 1993-03-31 Richard Charles Smythe Rotary engine
GB2259953B (en) * 1990-05-11 1994-02-16 Richard Charles Smythe Rotary engine
US5372107A (en) * 1990-05-11 1994-12-13 Smythe; Richard C. Rotary engine
AU700738B2 (en) * 1990-05-11 1999-01-14 Richard Charles Smythe Rotary engine

Also Published As

Publication number Publication date
DE3335742C2 (de) 1985-11-14
EP0214959A1 (fr) 1987-03-25
DE3335742A1 (de) 1985-04-18

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