WO1996021804A1 - Moteur deux temps de grande puissance - Google Patents

Moteur deux temps de grande puissance Download PDF

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Publication number
WO1996021804A1
WO1996021804A1 PCT/KR1996/000003 KR9600003W WO9621804A1 WO 1996021804 A1 WO1996021804 A1 WO 1996021804A1 KR 9600003 W KR9600003 W KR 9600003W WO 9621804 A1 WO9621804 A1 WO 9621804A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
compression
combustion
cylinder
shaft
Prior art date
Application number
PCT/KR1996/000003
Other languages
English (en)
Inventor
Jung Kyu Kim
Original Assignee
Jung Kyu Kim
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 claimed from KR1019950000433A external-priority patent/KR960014612A/ko
Application filed by Jung Kyu Kim filed Critical Jung Kyu Kim
Priority to AU44005/96A priority Critical patent/AU4400596A/en
Priority to JP8521568A priority patent/JPH10512031A/ja
Priority to EP96900457A priority patent/EP0808416A1/fr
Publication of WO1996021804A1 publication Critical patent/WO1996021804A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • 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
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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

  • This invention is an internal combustion piston engine.
  • This new invented engine finishing perfect 4-strokes within a two-stroke period, makes an explosion combustion at a fixed crank angle after top dead center(T.D.C) to improve the demerits of the old engine. Owing to this mechanism the new engine promotes the power/weight or power/volume ratio and increases the work and thermal efficiencies, and it always enables the maximum delivery ratio of air. And it recovers wasted heat energy by using actively the remained explosion pressure of the exhaust
  • the new engine operates as follows.
  • combustion-piston(2-l) is moving up from the bottom dead center(B.D.C) to the top dead center(T.D.C), exhaust takes place by exhaust-valve(3-l) which is opened by exhaust cam on the exhaust-cam-shaft(4) rotating with the same revolution speed as
  • the compressed lean mixture with strong vortex starts to go into the space of combustion-cylinder(l-l) from compression-cylinder(8), through middle-valve(5-l) opened by middle-cam(21) on intake-cam-shaft(7) and through compression-pipe(15) which has the direction to the side of combustion chamber.
  • middle-valve(5-l) closes, the compression stroke is finished, and the combustion space is closed completely.
  • the compression-piston(9) When the compression-piston(9) reaches T.D.C., because of the leaned compression-cylinder(8), the upper part of the compression-piston(9) passes compression-cylinder(8) and gasket(22) and reaches just under the middle-valve-pole(18) which sets up the cylinder-head(14) slantly.
  • the compression ratio is the comparison between the clearance volume and the stroke volume and it becomes the instantaneous maximum value when the velocities of the two pistons(2-l,9) are the same, because combustion-piston(2-l) comes down reversely.
  • combustion-piston(2-l) reaches T.D.C.
  • the exhaust-valve(3-l) is closed and the fuel from the main-nozzle(17) is sprayed to the folding part, the maximum temperature part, on the combustion-piston(2) head.
  • the sprayed fuel is evaporated instantly and mixed with the compressed lean mixture, then it becomes an active mixture with high-pressure and high-temperature which is suitable for ignition for combustion. In this way, it forms homogeneous mixture quickly, reduces combustion time and makes complete combustion.
  • valve-bevel-gear(53-2) doesn't turn twice but only one time rounding in conclusion. The reason is that the valve-bevel-gear(53-2) turn or not is due to the composing of teeth of the cam-bevel-gear(53-l) being scattered here and there.
  • compression-cylinder(8) raises the density of intake air by circulating the cooling water by force without thermostat. Just before the closing of the middle-valve(5-l), the mixture is ignited by two ignition-plugs (16-1), spreading flame with high-temperature and
  • combustion-piston(2-l) transmits larger rotative force to combustion-crank-shaft(l ⁇ ) than a usual engine does, because combustion-piston(2-l) has a certain angle of combustion-crank-shaft(l ⁇ ) after T.D.C. If the engine rotates at a high speed, the mixing time of air and fuel becomes short. So the new engine needs to make pre-mixed gas in the compression-cylinder(8) that has enough time and space to mix air and fuel.
  • the main-plunger(26) of injection-pump(39) pumps fuel once a rotation of the combustion-crank-shaft(l ⁇ ) and sends the fuel to the main-nozzle(17) through the main-fuel-tube(23) so that the diluted mixture being pressed in the compression-cylinder(8) becomes combustible mixture by adding the fuel.
  • the accelerator-rack(25) moving with the accelerator-lever(38) controlled by the driver controls the amount of fuel in the main-plunger(26) and eventually the new engine's speed.
  • the dilute-plunger(29) pumps fuel twice per one-rotation of the combustion-crank-shaft(l ⁇ ) and then adds constant fuel through the dilute-fuel-tube(24) to the dilute-nozzle(13) and the amount of fuel can be adjusted only by the dilute-handle(28) and the start-rack (34).
  • the start-rack(34) is pulled so that the dilute-plunger(29) is rotated on a large angle by the start -gear(33).
  • the dilute-plunger(29) rotates and overcomes the force of the return-spring(32) on the dilute-plunger-gear(30) with the dilute-handle(28). If the start-rack(34) is released, the dilute-plunger(29) returns to the former piston at the stop-pin(31) by the force or the return-spring(32) and reduces the amount of fuel as before.
  • the dilute-handle(28) controls the amount of fuel precisely.
  • the supercharger has low efficiency in low speed but fits high speed. If it is used with the compression-cylinder(8) in the new engine, the combustion has high efficiency even in low speed so that the engine intake always has the maximum amount of air.
  • the compression-crank-shaft(l l), supercharger(46) and the gas-turbine(47) are assembled by the combination of ring-gear(40), planet-gear(41) and the sun-gear(42) so that the compression-crank-shaft(ll) and the sun-gear(42) should have the revolution speed ratio of 1:20.
  • the new engine does not need the operation of the supercharger and it needs only operation of the compression-piston(9) which has good efficiency as a volume compressor at low speed.
  • the new engine operates continuously because two combustion-pistons (2- 1,2-2) with a compression-piston(9) have the explosion-stroke alternately.
  • the characteristic of the new engine is that it transmits a large rotation force to the combustion-crank-shaft(l ⁇ ) because it ignites during the descending stroke of combustion-piston(2).
  • the new engine might have the absence of pressure in the combustion chamber due to the slowing of combustion velocity, because the increase of combustion volume lowers the pressure and the temperature. But, because the rotation of the engine is primarily due to the expansion pressure, the velocity of combustion-piston(2) cannot be faster than the combustion velocity of the mixtures.
  • the engine gets large expansion pressure due to the following reasons.
  • the engine makes activated mixture gas which has the same high temperature and compression ratio as a usual engine. Second, it can ignite during compression as follows. The dimensions of the compression part and combustion pan are the same.
  • ⁇ angular velocity
  • ⁇ rotation angle from T.D.C.
  • V 2 -2 ⁇ sin2( (9-30) + i- sin4( 0-30))
  • the rotation moments and the speeds of pistons are equal respectively from the above two parts of the equations when the phase angle of the combustion-crank-shaft(l ⁇ ) is 24.2 ' after T.D.C. and that of the compression-crank-shaft(l l) is 11.6 " before T.D.C.
  • the calculated compression ratio is used until the angle of the compression-piston(9) is 0 ° , i.e, the angle of combustion-piston(2-l) is 30 ° after T.D.C, but, strictly speaking, the expansion process begins from 24.2 ° and the combustion-piston(2-l) does adiabatic expansion from 30 ° .
  • the V of the new engine is stroke volume as well as cylinder volume that is the amount of exhaust gas directly.
  • the combustion pressure of the new engine is larger than that of the former engine, because compression volume V? in the former engine does not contribute to make work.
  • W P*V.
  • the work from the former engine is equal to P ⁇ *V 3 and the work from the new engine is equal to P 3 *V 3 .
  • the new engine does more work(P *V 3 ) than the former(P ⁇ *V 3 ).
  • the flame starts at about 20 ° before the T.D.C.
  • the rising ratio of combustion pressure which is the basic source of power is proportional to that of energy generation that is the ratio of combustion weight. So, for the former, the maximum pressure is maintained in the range of about 15 ° .
  • the new engine can make maximum pressure in the latter half of the combustion period. Though the delay period of combustion of mixture is constant, the period of combustion in the new engine is proportional to velocity of compression-piston(9) because it is affected by the vortex in the cylinder. Since the new engine has a necessary and sufficient condition to produce the efficiency of a rotary engine, the new engine with a supercharger can generate excellent power that is much better than the former engine.
  • the compression-cylinder(8) cooled almost to the normal temperature raises the density of fresh air.
  • the compression-cylinder(8) is a kind of compressor and plays the role of a supercharger.
  • the efficiency of sup ⁇ rcharger(46) is rising. So the low efficiency of compression-cylinder(8) is compensated. It intakes the maximum amount of air and outputs the maximum power. Fourth, the new engine has a larger rotative moment than the former engine at the moment of maximum pressure. Simultaneously the following process of explosion of combustion-piston(2) makes larger effective work. Fifth, owing to early ignition at the 20 ° after T.D.C, the new engine has good efficiency that almost reaches to that of the rotary engine. Sixth, since the new engine has intake and exhaustion- valves(3 ,6) separately in each-cylinder(l,8), it can reduce the resistance of suction and exhaustion because it has enough space to make larger valves.
  • Fig. 7 Front view of dilute-plunger components combined with start-gear
  • Fig. 8 Plane view of dilute-plunger components combined with start-gear
  • Fig.14 Fuel injection, end of compression and exhaustion stroke with phase angle 30° Fig.15 - Explosion, suction and exhaustion stroke with phase angle 30° Fig.16 - Composition of the conical- valve.
  • Fig.18 Composition of the teeth of a cam-bevel-gear on 30° of phase difference.
  • the new engine consists of as follows.
  • One cylinder-block(12) consists of two parallel combustion-cylinders(l) and one compression-cylinder(8) placed slantly between them in order to avoid interference of crank shaft and reduce the loss of compression.
  • combustion-piston(2) and the compression-crank-shaft(l l) that operates compression-piston(9) are attached to the combustion gear and the compression gear respectively which has a 2:1 gear ratio.
  • the length of the combustion-cylinder(l) and the stroke of the combustion-piston(2) are the same.
  • compression-piston(9) are the same.
  • the cooling system of compressi ⁇ n-cylinder(8) is separated from that of combustion-cylinder(l) and each system is cooled by the compression-radiator(49) and the combustion-radiator(50) respectively which are in front
  • the glow-coils(48) are mounted in the groove on the head of the combustion-piston(2) and the
  • the combustion-cylinder-head consists of exhaust-cam-shaft(4), exhaust- valve(3), igniti ⁇ n-plug(16), main-nozzle(17) and the exit of exhaust gases.
  • the compression-cylinder-head consists of two middle-valves(5),
  • intake- valve(6) dilute-nozzle(13), intake-cam-shaft(7) including two middle-cams(21) and intake cam, and intake hole.
  • intake-holes(15) There are cornpressi ⁇ n-holes(15) in bom sides in order to connect both-cylinders(l,8).
  • the injection-pump(39) consists of two main-plungers(26) which consist of the main-plunger-gear(27) and the accelerator-rack(25).
  • the dilute-plunger(29) with the retum-spring(32) is connected to the stop-pin(31), the start-gear(33) and the dilute-plunger-gear(30) which is a worm gear and is in gear with the dilute-handle(28)
  • the pump-cam-shaft(35) has two main-cams(36) and two symmetric dilute-cams(37).
  • the accelerator-lever(38) is linked with accelerator-rack(25) and the start-rack(34) is linked with start-gear(33).
  • the ring-gear(40) on the same shaft of the
  • compression-crank-shaft(l l) is spaced to the planet-gear(41) on the same body of disk(44) and is linked with the sun-gear(42) that is the same shaft of supercharger(46) and gas-turbine(47).
  • the system of supercharger consists of the planet-gear(41) that is sustained by crank-case(43) and disk(44) which is located near the brake(45), and works for supercharging and revery of energy at the same time.
  • the conical-valve(51) consists of air passage inside, the valve-ring(19) for prevention of the gas leakage in the middle and the valve-bevel-gear(53-2) being transmitting rounding power from the cam-bevel-gear(53-l) of the intake-cam-shaft (7) and the jaw preventing from vibration of the conical-valve(51) in the end.
  • On the bottom of the valve-bevel-gear(53-2) irregularity is formed to forbid the turning at random because of coming in touch with the disk-ratchet(54) being supported by a spring.
  • the disk-ratchet(54) can't be rotated as a result of being fixed and can move
  • the circumferential rate is composed of intending to rotate two times rounding the valve-bevel-gear(53-2) in one time rounding the cam-bevel-gear(53-l).
  • the teeth composition of the cam-bevel-gear(53-l) is formed just like the fig. 18 on 30 degree of phase difference.
  • the conical-valve(51) is made to be closed completely not to escape compressing from both side by such composition of the cam-bevel-gear(53-l).
  • A is a completely opening state about me passage of air on the conical- valve(51)
  • B is being closed
  • C is a closed state safely
  • D is being opening state. This shows that the teeth composed only by B and D.
  • This new engine is suitable to ship, truck, heavy equipment, bus, train, generators that need more power in middle or low speed and is suitable for cars, especially to airplane that need small weight and volume per unit power.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Moteur alternatif à explosion. Etant donné que la pression de combustion des moteurs existants est maximale lorsque le piston et le bras de manivelle sont alignés, le moteur est soumis à des contraintes mécaniques importantes, et les rendements thermique et mécanique sont réduits. Dans le moteur de l'invention, les cycles à quatre temps s'achèvent dans la période d'un cycle à deux temps, ce qui améliore les rendements thermique et mécanique, diminue le poids et le volume par unité de puissance, et économise l'énergie grâce à l'exploitation active de la chaleur des gaz d'échappement, car l'allumage s'effectue après le point mort haut lorsque l'angle du vilebrequin est grand et fixe et que la force de rotation est très importante. Par conséquent, ce moteur trouve application dans les navires, les équipement industriels, les bus, les camions, les trains et les générateurs qui exigent une puissance élevée, ainsi que dans les véhicules automobiles et notamment les avions où un faible poids et un faible volume par unité de puissance sont nécessaires.
PCT/KR1996/000003 1995-01-10 1996-01-09 Moteur deux temps de grande puissance WO1996021804A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU44005/96A AU4400596A (en) 1995-01-10 1996-01-09 Two-stroke high power engine
JP8521568A JPH10512031A (ja) 1995-01-10 1996-01-09 ２ストローク高出力エンジン
EP96900457A EP0808416A1 (fr) 1995-01-10 1996-01-09 Moteur deux temps de grande puissance

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR1995/433 1995-01-10
KR1019950000433A KR960014612A (ko) 1994-10-07 1995-01-10 2행정 고출력 엔진

Publications (1)

Publication Number Publication Date
WO1996021804A1 true WO1996021804A1 (fr) 1996-07-18

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ID=19406642

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR1996/000003 WO1996021804A1 (fr) 1995-01-10 1996-01-09 Moteur deux temps de grande puissance

Country Status (4)

Country Link
EP (1) EP0808416A1 (fr)
JP (1) JPH10512031A (fr)
AU (1) AU4400596A (fr)
WO (1) WO1996021804A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000028199A1 (fr) * 1998-11-09 2000-05-18 Rotec Design Ltd Moteur a deux temps
FR2812910A1 (fr) * 2000-08-11 2002-02-15 Jean Paul Beraud Moteur a combustion interne
AU767475B2 (en) * 1998-11-09 2003-11-13 Rotec Design Ltd Two-stroke engine
WO2013082553A1 (fr) 2011-11-30 2013-06-06 Tour Engine Inc. Soupape de croisement dans un moteur à cycle à deux pistons opposés
CN106769073A (zh) * 2017-03-15 2017-05-31 西华大学 一种模拟发动机缸内单次燃烧的实验装置及其实验方法
US10041404B2 (en) 2013-12-19 2018-08-07 Volvo Truck Corporation Internal combustion engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2831855B1 (fr) 2001-11-06 2004-04-02 Gemplus Card Int Agencement d'alimentation en fluide d'une machine comportant des moyens de detrompage
MX2011011837A (es) * 2010-03-15 2011-11-29 Scuderi Group Llc Motor hibrido de aire de ciclo dividido con modo de encendido y carga.

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1372216A (en) * 1919-03-12 1921-03-22 James O Casaday Internal-combustion engine
DE428159C (de) * 1924-07-08 1926-11-09 Hermann Diek Zweitaktmotor mit Brennstoffpumpe
AT115115B (de) * 1927-01-22 1929-11-25 Laurence Gordon Crace Brennkraftmaschine mit einem als Spül- und Ladepumpe wirkenden Steuerorgan.
FR791167A (fr) * 1935-03-25 1935-12-05 Perfectionnements relatifs aux moteurs à combustion interne
FR875789A (fr) * 1940-03-20 1942-10-02 Moteur à combustion interne
US2484672A (en) * 1945-12-08 1949-10-11 Frank H Beall Internal-combustion engine
WO1994002722A1 (fr) * 1992-07-23 1994-02-03 Jung Kyu Kim Moteur de grande puissance a deux temps

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1372216A (en) * 1919-03-12 1921-03-22 James O Casaday Internal-combustion engine
DE428159C (de) * 1924-07-08 1926-11-09 Hermann Diek Zweitaktmotor mit Brennstoffpumpe
AT115115B (de) * 1927-01-22 1929-11-25 Laurence Gordon Crace Brennkraftmaschine mit einem als Spül- und Ladepumpe wirkenden Steuerorgan.
FR791167A (fr) * 1935-03-25 1935-12-05 Perfectionnements relatifs aux moteurs à combustion interne
FR875789A (fr) * 1940-03-20 1942-10-02 Moteur à combustion interne
US2484672A (en) * 1945-12-08 1949-10-11 Frank H Beall Internal-combustion engine
WO1994002722A1 (fr) * 1992-07-23 1994-02-03 Jung Kyu Kim Moteur de grande puissance a deux temps

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000028199A1 (fr) * 1998-11-09 2000-05-18 Rotec Design Ltd Moteur a deux temps
US6571755B1 (en) 1998-11-09 2003-06-03 Rotec Design Ltd. Two-stroke engine
AU767475B2 (en) * 1998-11-09 2003-11-13 Rotec Design Ltd Two-stroke engine
FR2812910A1 (fr) * 2000-08-11 2002-02-15 Jean Paul Beraud Moteur a combustion interne
WO2013082553A1 (fr) 2011-11-30 2013-06-06 Tour Engine Inc. Soupape de croisement dans un moteur à cycle à deux pistons opposés
EP2785996A4 (fr) * 2011-11-30 2016-03-02 Tour Engine Inc Soupape de croisement dans un moteur à cycle à deux pistons opposés
US9689307B2 (en) 2011-11-30 2017-06-27 Tour Engine, Inc. Crossover valve in double piston cycle engine
US10041404B2 (en) 2013-12-19 2018-08-07 Volvo Truck Corporation Internal combustion engine
CN106769073A (zh) * 2017-03-15 2017-05-31 西华大学 一种模拟发动机缸内单次燃烧的实验装置及其实验方法
CN106769073B (zh) * 2017-03-15 2023-04-07 西华大学 一种模拟发动机缸内单次燃烧的实验装置及其实验方法

Also Published As

Publication number Publication date
EP0808416A1 (fr) 1997-11-26
JPH10512031A (ja) 1998-11-17
AU4400596A (en) 1996-07-31

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