WO1995024547A1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
WO1995024547A1
WO1995024547A1 PCT/AU1995/000115 AU9500115W WO9524547A1 WO 1995024547 A1 WO1995024547 A1 WO 1995024547A1 AU 9500115 W AU9500115 W AU 9500115W WO 9524547 A1 WO9524547 A1 WO 9524547A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
prechambers
internal combustion
combustion engine
engine
Prior art date
Application number
PCT/AU1995/000115
Other languages
English (en)
Inventor
Brian Leslie Powell
Original Assignee
Brian Leslie Powell
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 Brian Leslie Powell filed Critical Brian Leslie Powell
Priority to AU18861/95A priority Critical patent/AU1886195A/en
Publication of WO1995024547A1 publication Critical patent/WO1995024547A1/fr

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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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/08—Engines with oppositely-moving reciprocating working pistons
    • 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 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • 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
    • 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 an internal combustion engine and, more particularly, to a cylinder assembly therefor comprising a compression chamber and an external combustion chamber (precombustion chamber).
  • the engine may have a single cylinder or be of the multi-cylinder type.
  • the invention is applicable to an internal combustion engine having drive means such as a conventional crankshaft and connecting rod as well as crankless engines e.g. two or four stroke conventional engines, swash, wobble and rotary engines, etc.
  • the engines to which the invention relates may be adapted to employ any one of a wide range of fuels such as petrol, gas or diesel oil.
  • Diesel engines that undertake the compression stroke with a fuel/air mixture, are restricted to a compression ratio not exceeding about 13 : 1. To exceed this ratio may result in premature explosion of the charge before reaching top dead centre. This is often referred to as 'detonation'.
  • Engine manufacturers have progressively increased the compression ratio as materials and fuels were developed to allow such increases. The higher the compression ratio the greater release of energy for a given quantity of fuel, and the higher the efficiency.
  • Diesel engines enjoy much higher compression ratios, in the order of 20 : 1, by reason of the fact that the compression stroke compresses air only, not an air/fiiel mixture. Diesel oil is injected into the combustion chamber at top dead centre and continues for some time after, the heat of compression in the compressed air being more than necessary to ignite and burn the oil.
  • Described in my International Application No.PCT/AU92/00507 is a two-stroke internal combustion engine wherein harmful emissions (e.g. carbon monoxide, hydrocarbons and oxides of nitrogen) and heating problems normally experienced with prior two-stroke engines are minimised.
  • the engine has a cylinder assembly comprising a
  • SUBSTITUTE SHEET ⁇ RULE 26 compression chamber in which at least one piston reciprocates and a small extern combustion chamber having restricted communication with the compression chamber.
  • a blast of high pressure scavenging air is supplied to the compression chambe
  • the combustion chamber is supplied with a fuel/air mixture which in part passes to th compression chamber to form a fuel lean mixture with the scavenging air therein.
  • Ignitio of the fuel mixture in the combustion chamber in turn ignites the fi ⁇ el lean mixture in th compression chamber.
  • the arrangement is such that the operating temperatures in th compression chamber remain sufficiently low to inhibit the formation of the nitrogen oxid therein and ensure substantial complete combustion of the fuel.
  • the present invention makes use of a similar cylinder assembly comprising a sma external combustion chamber (hereinafter called a "prechamber") having restricte communication with a compression chamber.
  • a prechamber sma external combustion chamber
  • the invention is applicable to a internal combustion engine operable in accordance with a two-stroke or a four-stroke cycl or otherwise.
  • an internal combustion engine comprises a cylinder assembl including a cylinder, at least one piston mounted for reciprocation within the cylinder, common compression chamber defined by the cylinder and piston(s), a plurality prechambers each having restricted communication with the common compression chambe each prechamber having ignition means operable to ignite fuel therein and means to contr admission of fuel to the prechambers in such a way that at any time fuel may be admitte selectively to one, some or all of the prechambers.
  • This control would allow combustion to take place in only one or in a selected number prechambers. Where more than one prechamber is charged with fuel, ignition of fuel ma be effected simultaneously in the charged prechambers. Alternatively, ignition of fuel may be effected sequentially. Preferably, both simultaneous ignition and sequential ignition would be available and control means would allow a choice therebetween.
  • Fig. 1 is a sectional view of a cylinder assembly of a two-stroke internal combustion engine having a single piston according to one embodiment of the invention.
  • Fig. 2 is a sectional view of a cylinder assembly of a two-stroke internal combustion engine having opposed pistons according to a second embodiment of the invention.
  • Fig. 3 is a schematic diagram of an engine management system for a two stroke internal combustion engine having a cylinder assembly according to the second embodiment of the invention.
  • Fig. 1 Illustrated in Fig. 1 is a cylinder assembly of a two-stroke internal combustion engine having a single piston 8 adapted to reciprocate in a cylinder 4.
  • Piston 8 is connected to a conventional connecting rod and suitable drive means (not shown).
  • the drive means may be a conventional crankshaft, swash plate, wobble plate, cam, etc.
  • Cylinder 4 is formed with two prechambers 3 in addition to main compression chamber 6. Prechambers 3 are spaced from compression chamber 6 but are connected thereto by a narrow passage 9 providing restricted communication between the prechambers 3 and compression chamber
  • a spark plug 1 is mounted on each prechamber 3 for ignition of fuel/air mixture therein.
  • the fiiel/air mixture is fed into each prechamber 3 through an inlet port controlled by poppet valve 2.
  • the air may be supplied by a blower (not shown).
  • the drawings do not illustrate the means by which fuel is supplied to the prechambers. If fuel injection is adopted, the injector may inject fuel into each inlet manifold adjacent to poppet valve 2 or directly into prechambers 3. Alternatively, carburation is also applicable.
  • the fuel mixture strength in prechambers 3 is most likely to be in the order of 'stoichiometric' mixture. This is defined as a combustible mixture having exact proportions for complete combustion. There is no point in the mixture being richer than stoichiometric as this would cause carbon deposition on the spark plug. The mixture diminishes in strength from the spark plug through to the compression chamber.
  • a blast of high pressure scavenging air is forced into compression chamber 6 through an inlet port controlled by poppet valve 5. Scavenging air together with the products of combustion exit compression chamber 6 by way of one or more exhaust ports 7. Opening and closing of exhaust ports 7 is effected by piston 8 as it reciprocates in cylinder 4. Prechambers 3 are scavenged by opening poppet valves 2 before injecting fuel.
  • Poppet valves 2 may be operated electronically from an engine management computer. This would eliminate an inflexible cam operated system. An electronic system would allow computer control for optimum performance and efficiency. During operation, the computer would be free to open and close the poppet valves early or late, or open them partially or fully. Further, in circumstances where not all prechambers are in operation, the poppet valves of the prechambers not in use need not be operated. In any event, fuel would not be injected into those prechambers. The advantage, apart from efficiency, would be that, if fuel entered a non functioning prechamber, it would not be combusted and that would cause high hydrocarbon emission if allowed to escape with the exhaust.
  • a blower (not shown) is provided.
  • the same blower may be used to supply air for the fuel mix as well as air for scavenging purposes, and, if desired for supercharging.
  • the blower may be driven by the engine and, if desired, may be turbo exhaust assisted.
  • the provision of a large charge of high pressure air ensures an adequate throughput of scavenging air to not only purge the cylinder but also to cool it below the minimum temperature at which nitrogen oxide gases are formed but maintain a temperature capable of consuming hydrocarbon gases (i.e. the temperature limits would be 650 to 1650 degrees Celsius). Effective cooling is due in part to the fact that the scavenging air moves in a spiral path down the internal wall of compression chamber 6.
  • the inlet ports for the air/fuel mixture are relatively small in comparison with the other ports.
  • the inlet port for scavenging air and the exhaust ports 7 are larger than those employed in conventional engines of the same size. Larger air inlet and exhaust ports facilitate the supply of an adequate throughput of scavenging air.
  • exhaust ports 7 close as piston 8 ascends before the fuel mixture is able to descend to that point in compression chamber 6.
  • the lean mix with excess oxygen in compression chamber 6 promotes complete combustion of all fuel. If a supercharge is required, poppet valves 2 must remain open until piston 8 has completely shut off exhaust ports 7.
  • prechambers 3 and compression chamber 6 are such that separate zones with a significant temperature difference result.
  • a high temperature zone is produced near the centre of the explosion in each prechamber 3.
  • the temperature of the excess oxygen is sufficiently low (below 1650 degrees Celsius) to inhibit formation of nitrogen oxides.
  • substantially complete combustion is achieved resulting in the absence of carbon monoxide and hydrocarbons from the exhaust emissions.
  • cylinder arrangement illustrated in Fig.2 is for use with horizontally opposed pistons.
  • the reference numerals used in the figure and the operating principal remain the same as for Fig.l except poppet valve 5 of Fig.1 is replaced by open ports 5 which are opened and closed by one of the reciprocating pistons 8.
  • Ports 5 are arranged in cylinder 4 such that exhaust ports 7 are uncovered just before ports 5 so as to allow blowdown.
  • prechambers 3 Although in each embodiment illustrated in Figs. 1 and 2 there are only two prechambers 3, a greater number of prechambers may be provided in communication with a compression chamber 6.
  • the prechambers may be of different volumes as required for maximum efficiency.
  • Each prechamber 3 incorporates means for admitting fuel and the number of prechambers receiving fuel at any given instant may be controlled by the power demand of the engine. This control allows combustion to take place in only one, some or all prechambers 3. For example, during engine idle, only one prechamber 3 may be supplied with fuel, the remaining prechambers having their individual injectors (or other means of admitting fuel) isolated electronically or by other suitable means, and the poppet valves may also be isolated. As power demand increases, additional prechambers would be progressively brought into service by admission of fuel.
  • the use of a plurality of prechambers with simultaneous ignition enables the fuel/air mixture to be divided into multiple small charges or volumes and each charge to be combusted efficiently in an excess of air. An air throttle is not required, allowing the cylinder pressure to maintain maximum value at all times, including engine idle as is the case in a diesel engine. This feature allows high thermal efficiency and low emissions even during engine idle.
  • the spark plugs may be fired in sequence to ignite each charged prechamber in series during the power stroke.
  • the spark plugs may not be necessary to admit fuel to all prechambers and in that case the operation may be little different from the case of simultaneous ignition.
  • the upper power range there is significant difference.
  • Sequential ignition extends the duration of high cylinder pressure well into the power stroke providing a prolonged application of positive work on the drive means. This simulates diesel engines which have improved torque output relative to fuel/gas engines due to the injection of fuel continuing into the power stroke.
  • the result of sequential ignition of the fuel charges in the prechambers is a more prolonged application of force on the drive means long after top dead centre.
  • Conventional engines, with ignition of the entire mixture at or close to top dead centre, deliver maximum force to the drive means when it is in the most ineffective position to convert this force into rotation.
  • the ability to ignite part of the air/fiiel charge at a point when the engine mechanism is able to apply a greater mechanical advantage to the output shaft is of immense significance.
  • the engine management sysyem illustrated in Fig. 3 is of a kind currently in use to manage the operation of internal combustion engines.
  • the system comprises an engine management computer 18 which analyses signals from a number of engine sensors and controls the fuel injectors, the ignition system and other actuators according to data, pertinent to the particular engine being managed, stored in the programmable memory of the computer.
  • Control of the fuel injectors determines the amount of fuel injected and the time when the fuel is injected.
  • Control of the ignition system includes the time at which the computer fires the spark plugs.
  • other activators controlled by computer 18 include the poppet valves to the prechambers and the blower.
  • the data, which is pertinent to the particular engine being managed, stored in the programmable memory of the computer includes information sufficient to identify the engine being managed such as the number of cylinders, ignition type, sensor types, injector current, and so forth.
  • Additional components include an air blower 10 which is used to supply air via an air flow control valve 11 to compression chamber 6 through air inlet port 5 and to prechambers 3 and, when required, for supercharge.
  • Separate electronic poppet valve control means 19 operates to open and close each poppet valve 2 by computer command. Control means 19 is also able to fully open or partially open each valve 2, or open each valve 2 early or late, on computer demand to assist in maximum efficiency. When less than the full number of prechambers are to operate, computer 18 determines the prechambers and signals valve control means 19 accordingly.
  • a first position sensor 21 detects when the pistons are at top dead centre and signals the management computer 18 accordingly. If there is more than one cylinder, one particular cylinder may be chosen for this purpose. There is also a main shaft position sensor 22 which sends a signal to computer 18 at every, say, 30 degrees of rotation of the fly wheel. The purpose of this is to detect any irregular angular velocity at idle. Computer 18 fires spark plugs 1 and electronic fuel injectors 12 on the basis of this information. Computer 18 also activates electronic poppet valve control means 19 to operate poppet valves 2 on the same information. A further position sensor 20 signals computer 18 information concerning accelerator position and computer 18 determines how many prechambers 3 operate in these particular circumstances. In particular, the computer 18 determines the correct number of precombustion chambers 3 to operate for the given power output. Computer 18 ensures that spark is fed only to those prechambers 3 that have been supplied with fuel.
  • Exhaust emissions, knock, fuel efficiency and engine temperature may also be controlled by computer 18 and appropriate sensors may be installed. Those sensors may include sensor 13 adapted to measure the temperature of the ambient air before it enters blower 10 and sensor 14 adapted to measure the pressure and temperature of the air exiting blower 10. An analyser 15 may be employed to analyse the exhaust gases outputted from exhaust port 7. Similarly, sensor 16 may be used to measure the temperature of the exhaust gases flowing from exhaust ports 7. A further sensor 17 may be included to measure the temperature and/or pressure within the cylinder 4. A further sensor 23 may be employed to detect any knock associated with cylinder 4. As a result of such parameters being fed into computer 18, blower 10 will have air pressure and flow under computer control. Control valve 11 will direct air according to instructions received from computer 18 to exhaust port 5 and prechambers 3 to control exhaust emissions, detonation, fuel efficiency and engine temperature.
  • the computer 18 may be switched from its normal mode to a sequential mode. In this latter mode, data stored in the computer memory serves to fire the spark plugs in sequence, say, the order of one or two milliseconds apart. The actual delay would be dependant upon engine type, engine revs., loading and so forth. Modifications of the details described would be readily apparent to those skilled in the art and any changes may be made without departing from the broad inventive concepts herein described. For example, in Fig.1, the roles of the inlet controlled by poppet valve 5 and the exhaust ports 7 may be reversed. As another example, it is possible in Fig.2 to have both ports 5 and 7 acting as exhaust ports with all air being admitted to the compression chamber via poppet valves 2 in the prechambers.
  • fuel is injected into this flow. Since the fuel is admitted at the last instant, stratification of the mixture is is achieved. Alternatively, fuel may be injected directly into the prechamber shortly after the exhaust ports are closed by the pistons. In the case of four-stroke engines, as with other engines, a supply of air is admitted to the compression chamber to control its temperature between the limits of 650 and 1650 degrees celsius to limit the formation of oxides of nitrogen.

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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)

Abstract

Un moteur à combustion interne comprend un ensemble cylindre comportant un cylindre (4), au moins un piston (8) animé d'un mouvement alternatif dans ce dernier (4), une chambre de compression commune (6) définie par le cylindre (4) et le ou les pistons (8), une pluralité de préchambres (3) en communication restreinte avec ladite chambre de compression (6) et comprenant un moyen d'allumage (1) conçu pour enflammer le carburant qu'elles contiennent, ainsi qu'un moyen (18) de régulation de l'admission de carburant dans celles-ci (3) de sorte que le carburant puisse être admis à tout moment et sélectivement dans une, certaines ou la totalité des préchambres (3). Ainsi, la combustion peut s'effectuer dans seulement une préchambre (3) ou dans un nombre sélectionné de préchambres. Lorsque plus d'une préchambre (3) est chargée de carburant, il est possible de sélectionner l'inflammation simultanée ou séquentielle du carburant.
PCT/AU1995/000115 1994-03-09 1995-03-09 Moteur a combustion interne WO1995024547A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU18861/95A AU1886195A (en) 1994-03-09 1995-03-09 Internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPM4328A AUPM432894A0 (en) 1994-03-09 1994-03-09 Internal combustion engine
AUPM4328 1994-03-09

Publications (1)

Publication Number Publication Date
WO1995024547A1 true WO1995024547A1 (fr) 1995-09-14

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Family Applications (1)

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PCT/AU1995/000115 WO1995024547A1 (fr) 1994-03-09 1995-03-09 Moteur a combustion interne

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AU (1) AUPM432894A0 (fr)
WO (1) WO1995024547A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997039230A2 (fr) * 1996-04-12 1997-10-23 Ohlmann Hans Armin Systeme de gestion de l'air et de gaz d'echappement pour moteur a combustion interne a deux temps

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU6467174A (en) * 1973-02-14 1975-07-24 Honda Giken Kogyo Kabushiki Kaisha Auxilliary chambers for internal combustion piston engines
JPS523907A (en) * 1975-06-25 1977-01-12 Nissan Motor Co Ltd Internal combustion engine
JPS5276510A (en) * 1975-12-22 1977-06-28 Daihatsu Motor Co Ltd Internal combustion engine
SU889879A1 (ru) * 1980-03-26 1981-12-15 Всесоюзный научно-исследовательский институт природных газов Способ работы форкамерного двигател внутреннего сгорани
JPS63162923A (ja) * 1986-12-25 1988-07-06 Yanmar Diesel Engine Co Ltd 弁付き二副室形火花点火式ガス機関
US4924828A (en) * 1989-02-24 1990-05-15 The Regents Of The University Of California Method and system for controlled combustion engines
WO1993006348A1 (fr) * 1991-09-23 1993-04-01 Brian Leslie Powell Moteur a combustion interne a deux temps

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU6467174A (en) * 1973-02-14 1975-07-24 Honda Giken Kogyo Kabushiki Kaisha Auxilliary chambers for internal combustion piston engines
JPS523907A (en) * 1975-06-25 1977-01-12 Nissan Motor Co Ltd Internal combustion engine
JPS5276510A (en) * 1975-12-22 1977-06-28 Daihatsu Motor Co Ltd Internal combustion engine
SU889879A1 (ru) * 1980-03-26 1981-12-15 Всесоюзный научно-исследовательский институт природных газов Способ работы форкамерного двигател внутреннего сгорани
JPS63162923A (ja) * 1986-12-25 1988-07-06 Yanmar Diesel Engine Co Ltd 弁付き二副室形火花点火式ガス機関
US4924828A (en) * 1989-02-24 1990-05-15 The Regents Of The University Of California Method and system for controlled combustion engines
WO1993006348A1 (fr) * 1991-09-23 1993-04-01 Brian Leslie Powell Moteur a combustion interne a deux temps

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
DERWENT ABSTRACT, Accession No. P1607E/43, Class Q52; & SU,A,889 879 (NATURAL GASES RES), 15 December 1981. *
PATENT ABSTRACTS OF JAPAN, M-762, page 144; & JP,A,63 162 923 (YANMAR DIESEL ENGINE CO LTD), 06 July 1988. *
PATENT ABSTRACTS OF JAPAN, M-77, page 253; & JP,A,52 003 907 (NISSAN JIDOSHA KK), 22 January 1977. *
PATENT ABSTRACTS OF JAPAN, M-77, page 4679; & JP,A,52 076 510 (DAIHATSU KOGYO KK), 28 June 1977. *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997039230A2 (fr) * 1996-04-12 1997-10-23 Ohlmann Hans Armin Systeme de gestion de l'air et de gaz d'echappement pour moteur a combustion interne a deux temps
WO1997039230A3 (fr) * 1996-04-12 1998-01-29 Ohlmann Hans Armin Systeme de gestion de l'air et de gaz d'echappement pour moteur a combustion interne a deux temps
CN1092756C (zh) * 1996-04-12 2002-10-16 汉斯-阿明·奥尔曼 二冲程循环内燃机用的空气和废气处理系统

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