WO1998029644A1 - Verfahren zum erzeugen von physikalischer leistung mit hubkolben-brennkraftmaschinen - Google Patents
Verfahren zum erzeugen von physikalischer leistung mit hubkolben-brennkraftmaschinen Download PDFInfo
- Publication number
- WO1998029644A1 WO1998029644A1 PCT/EP1997/007317 EP9707317W WO9829644A1 WO 1998029644 A1 WO1998029644 A1 WO 1998029644A1 EP 9707317 W EP9707317 W EP 9707317W WO 9829644 A1 WO9829644 A1 WO 9829644A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- piston
- inlet
- crankshaft
- exhaust
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
- F02D13/0284—Variable control of exhaust valves only
-
- 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
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged 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
- F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases
-
- 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 method for generating physical power with reciprocating piston internal combustion engines according to the preamble of claim 1, ff., And four possible designs of reciprocating piston internal combustion engines according to patent claims 12-15.
- Such methods are generally known and are operated in so-called four-stroke and two-stroke engines with different fuels (gasoline, diesel, biological fuels, gases, hydrogen, etc.).
- Four so-called cycles are carried out by reversing cycles of a piston, the crankshaft making two revolutions (720 °) in the so-called four-stroke process for one work cycle, and one revolution (360 °) in the so-called Two-stroke process.
- the exhaust valve usually opens at the end of the work cycle and closes shortly after the start of the intake cycle, so that the exhaust valve is open during the entire exhaust cycle.
- the intake valve opens towards the end of the exhaust stroke and closes shortly after the start of the compression stroke, so that the intake valve is open during the entire intake stroke.
- the mixture is ignited shortly before the end of the compression stroke.
- the power density of a four-stroke engine is low.
- one work cycle takes place during each revolution of the crankshaft, which means that the power density is also higher than in the four-stroke process.
- the mixture is moved by the piston moving upwards into the crankshaft located below the piston. sucked in and pre-compressed as the piston moves down. During this downward movement of the piston, the exhaust port in the cylinder wall is released, whereby the exhaust gas, which is still under high pressure, escapes into an exhaust system.
- Another object is to provide reciprocating internal combustion engines that operate using such a method.
- the first object is achieved according to the characterizing part of claim 1 in that during each reversing cycle, by utilizing vibrations processes in the exhaust system and not by charging the Firschgase or by the suction lifting movement of the piston (apart from its time control function when opening and closing any inlet and outlet channels), a gas change in the cylinder chamber is effected and that this means that every reversing cycle the piston can ignite the mixture.
- the invention is based on the findings of the inventor in accordance with published patent application DE 44 46 057 AI and international publication number WO 96/19650, each dated June 27, 1996, in particular patent claim 19.
- These findings of the inventor led to the combination of features of the four-stroke process with features of the two-stroke process according to the invention, since based on these findings of the applicant a gas change even without the suction Stroke effect of the piston (apart from its timing function when opening and closing any inlet and outlet channels) is possible.
- the gas exchange in so-called reciprocating piston internal combustion engines of all types can only be brought about by utilizing the vibrations of a correspondingly designed exhaust system which is described below as a resonance exhaust system by two-stroke engines in racing.
- the pressure waves which arise from the respective number of combustions and which emerge from the cylinder space after the combustion through the exhaust port are transformed into frequent vacuum waves (intake) and frequency by the shape of the latter with diffusers, cones, counter cones and tailpipe nozzle Counter pressure waves (charging of the fresh gases sucked into the resonance exhaust system by the vacuum wave) are converted.
- the resulting vacuum waves are strong enough to trigger a gas change alone, and the counter pressure waves are strong enough to achieve a charging effect.
- an engine originally designed for operation according to the so-called four-stroke process with a corresponding change in the valve timing in conjunction with an appropriately designed exhaust system (resonance exhaust system), perform one work cycle with every revolution of the crankshaft, i.e. convert to the mode of operation of the two-stroke process.
- an exhaust system resonance exhaust system
- the method according to the invention has the advantage, on the one hand, that a work cycle is assigned to each crankshaft revolution, so that the power density in the method according to the invention corresponds to that of the two-stroke method, but without, on the other hand, the mixture having to be directed through a crankshaft space, since the crankshaft space is - as in the four-stroke method - separated from the cylinder chamber and the mixture does not flow through it.
- the fuel is supplied to the fresh gas from its inflow into the cylinder space, which can be done, for example, by an inlet port injection, the injection jet of which is directed onto the valve plate (s). In the case of intake ducts in the cylinder wall, the injection jet must be directed towards the interior of the cylinder.
- the fuel is supplied to the fresh gas after it has flowed into the cylinder space, which can be done, for example, by an injection valve which is attached to the cylinder wall and injects into the pre-compressed air.
- the fuel is supplied to the fresh gas after it flows into a prechamber connected to the cylinder space.
- the fuel is preferably supplied to the fresh gas by at least one injection valve.
- the fresh gas can additionally flow into the cylinder space under pressure, the pressure increase of the fresh gas being able to take place, for example, in a mechanical charger or in an exhaust gas turbocharger.
- the mixture is preferably ignited by at least one third-party ignition device, for example in the case of a gasoline engine.
- the mixture can also be ignited by compression of the mixture as self-ignition, as is the case, for example, with a diesel engine.
- the outlet (valve in the cylinder head or channel in the cylinder wall) opens in front of the inlet (valve in the cylinder head or channel in the cylinder wall) and closes in front of the inlet, so that both the outlet and also for a predetermined period of time the inlet is open.
- the outlet (valve in the cylinder head or channel in the cylinder wall) opens before the inlet (valve in Cylinder head or channel in the cylinder wall) and closes after the inlet, so that the outlet is open significantly longer than the inlet for a predetermined period of time.
- the outlet (valve in the cylinder head or channel in the cylinder wall) opens in a time-variable manner by a control system before opening the inlet (valve in the cylinder head or channel in the cylinder wall), which is also variably controllable in its total opening time by a control system is, and closes, changeable in time by a control system before, during or after the inlet is closed, so that both the outlet and the inlet are open during a variable period.
- the second object on which the invention is based is achieved by four possible designs of reciprocating piston internal combustion engines which operate according to one of the previously described methods, with at least one cylinder closed by a cylinder head at one end and in which an axially movable piston is inserted at one end of the connecting rod pivotally connected to the piston, the other end of which is rotatably mounted on a crankshaft, at least one intake port and valve in the cylinder head or an intake port in the cylinder wall and at least one exhaust port and valve in the cylinder head or an exhaust port in the cylinder wall, and, if not only channels in the cylinder wall are used for the inlet and outlet alone, at least one control shaft which urges the inlet and / or the outlet valve into an opening and closing movement and which is in drive connection with the crankshaft via a drive device what Hu Piston internal combustion engines are characterized in that the outlet duct with an appropriately designed exhaust system
- a camshaft which acts on the intake valve and / or the exhaust valve is driven at the speed of the crankshaft, so that an opening and closing operation of the intake valve and / or the exhaust valve are assigned to the reversing cycle of the piston, that is to say each revolution of the crankshaft.
- an exhaust system is connected to the exhaust duct, which is designed as a resonance exhaust system and converts the exhaust gas pressure wave into vacuum and counterpressure vibrations.
- Figures 1A-1D show the four possible designs of the reciprocating piston internal combustion engines according to the invention, the single cylinder engine with two overhead camshafts for the exhaust and the inlet valve in the cylinder head in Figure 1A, the single cylinder engine with an overhead camshaft for the exhaust valve in the cylinder head and an inlet duct in the cylinder wall in FIG. 1B, which acts as a single-cylinder engine with an overhead camshaft for the inlet valve in the cylinder head and an outlet duct in the cylinder wall in FIG. 1C, and as a single-cylinder engine with an outlet duct in the cylinder wall and an inlet duct in the cylinder wall in 1D, are shown in connection with the necessary resonance exhaust system.
- single-cylinder engines are also conceivable which have several valves in the cylinder head and / or channels in the cylinder wall on the intake and / or exhaust side.
- FIGS. 2A-2C show diagrams of the opening and closing times of the
- Valves in the cylinder head and / or the channels in the cylinder wall depending on the crankshaft angle are provided.
- a piston 2 is arranged axially displaceably in the cylinder 1.
- the cylinder 1 is connected at its upper end to a cylinder head 3, a cylinder head gasket 13 being arranged between the cylinder 1 and the cylinder head 3.
- a cylinder head space 15 arranged coaxially with the cylinder, which essentially merges continuously into the cylinder space 16 enclosed by the cylinder 1.
- the piston 2 is connected in a known manner via a connecting rod 5 to a crankshaft 4, which is rotatably mounted in a crankshaft space below the cylinder 1.
- the connecting rod 5 is pivotally mounted on its upper end on the piston 2 and rotatably supported on the crankshaft 4 with its other lower end. In this way, a vertical reversing movement of the piston 2 is converted into a rotary movement of the crankshaft 4 in a generally known manner.
- an inlet channel 12 with a pre-positioned inlet membrane 17 is provided in the cylinder head 3, which opens into the cylinder head space 15.
- the mouth of the intake port 12 in the cylinder head space 15 is closed by an intake valve 6 ( Figures IN IC).
- the intake valve 6 ( Figures IN IC) is acted upon in a known manner by a rotating intake camshaft 8 for opening and closing the mouth of the intake port 12 into the cylinder head space 15.
- Conventional valve return mechanisms which are not shown in the schematic illustration of FIGS. 1A, IC, pretension the inlet valve 6 in its closed position.
- an inlet channel 19 with an inlet membrane 17 placed in front is provided in cylinder 1, which opens into cylinder chamber 16.
- the opening of the inlet channel 19 into the cylinder space 16 is opened and closed by the reversing piston in connection with a variable time control system 21 (FIGS. 1B, 1D).
- a variable time control system 21 (FIGS. 1B, 1D).
- an outlet duct 14 (FIGS. 1A, 1B) which leads out of the cylinder head space 15 (FIG. 1A) opposite the mouth of the inlet duct 12 or which extends above the mouth of the inlet duct 19 through the cylinder wall into the cylinder space 16 ( 1B) leads out of the cylinder head space 15.
- the mouth of the exhaust port 14 is closed by an exhaust valve 7 (FIG.
- FIGS. 1A-1D The arrangements of the inlet ducts (12 and 19) and the outlet ducts (14 and 25) shown in FIGS. 1A-1D are particularly advantageous for carrying out the method according to the invention, since the exhaust gas pressure wave in conjunction with the design of the resonance exhaust system with diffuser (26 ), Cone (27), counter cone (28) and tailpipe nozzle (29) arising, under and counter pressure waves allow a quick gas change
- a spark plug 10 is provided in the cylinder head, essentially in the region of the cylinder axis, and an injection valve 11 is laterally offset from it.
- the spark plug 10 and the injection valve 11 function in a manner known to the person skilled in the art and can also be arranged in another way.
- the injection valve 11 can also be arranged in the intake manifold (Inlet channels 12 and 19) can be provided, but it can also be arranged on the cylinder wall and / or the cylinder head.
- several spark plugs and / or injection valves can be provided in a respective arrangement
- the spark plug can be dispensed with and, if necessary, can be replaced by a glow plug.
- a prechamber can also be provided in the cylinder head, which is connected to the cylinder head space 15 and in which before the injector opens.
- the injection valve 11 can also open directly into the cylinder head space 15 in the case of a compression-ignition engine.
- the crankshaft 4 is provided with a drive wheel 20 shown in dot-dash lines, and the camshafts 8 and / or 9 are each provided with a corresponding drive wheel 22 and / or 24.
- the drive wheels 20, 22 and / or 24 are connected to one another via a rotating drive means 18 or via gear wheels.
- the drive wheels 20, 22 and / or 24 can be chain sprockets or toothed belt wheels, for example, the rotating drive means 18 being formed by a drive chain or a toothed belt.
- the diameter of the drive wheels 20, 22 and / or 24 is essentially identical, so that the respective speed of the camshafts 8 and / or 9 corresponds to that of the crankshaft 4.
- crankshaft 4 and the camshafts 8 and / or 9 are also conceivable, such as a vertical shaft gear or other transmission mechanisms.
- FIG. 2A shows a circle which schematically represents one revolution of the crankshaft, the direction of rotation corresponding to the clockwise direction (arrow x).
- the top dead center OT in which the piston assumes its upper position
- the lower dead center UT in which the piston assumes its lowest position, are drawn on the circle.
- the time of opening the exhaust valve 7 or the exhaust port 25 leading from the cylinder space is designated AO and is preferably in the range between 1 10 Grand and 65 Grand, preferably between 95 degrees and 65 degrees, more preferably between 80 degrees and 65 degrees before bottom dead center UT.
- the time of opening of the inlet valve 6 or of the inlet channel 19 opening into the cylinder space is designated EO and is after the opening time AO of the outlet valve 7 or outlet channel 25, preferably between 75 degrees before bottom dead center UT and bottom dead center UT itself .
- the time of closing the exhaust valve 7 or the exhaust port 25 leading from the cylinder space is designated AS and is preferably in the range between the bottom dead center UT and about 110 degrees after the bottom dead center UT, preferably 5 degrees to 95 degrees after the bottom Dead center UT:
- the time of closing the inlet valve 6 or the inlet channel 19 leading into the cylinder space is designated ES and is preferably in the range between bottom dead center UT and about 100 degrees after bottom dead center UT, preferably in the range between 30 degrees and 75 degrees after bottom dead center UT.
- the opening times AO and EO correspond to the opening times described in connection with FIG. 2A; however, the closing time AS is later than the closing time ES.
- the counter-pressure wave that arises in connection with the exhaust system comes into play with its supercharging effect.
- FIG. 2C shows a special embodiment of the method according to the invention, the opening times AO and EO being variable with respect to one another by means of variable control systems in such a way that the crankshaft angle between AO and EO can be designed differently, but AO is always before EO; the closing times AS and ES can also be changed with respect to one another by means of variable control systems in such a way that the crankshaft angle between AS and ES can be designed differently, with AS being able to lie either before, essentially simultaneously or after ES.
- the vacuum and counter pressure waves that arise in connection with the exhaust system (resonance exhaust system), with their suction and charging effects, come into their own to increase performance.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97953930A EP0888496A1 (de) | 1996-12-30 | 1997-12-30 | Verfahren zum erzeugen von physikalischer leistung mit hubkolben-brennkraftmaschinen |
AU57644/98A AU5764498A (en) | 1996-12-30 | 1997-12-30 | Process for generating a physical power with reciprocating internal combustion engines |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19654710.5 | 1996-12-30 | ||
DE19654710A DE19654710A1 (de) | 1996-12-30 | 1996-12-30 | Verfahren zum Erzeugen von physikalischer Leistung mit Hubkolben-Brennkraftmaschinen |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1998029644A1 true WO1998029644A1 (de) | 1998-07-09 |
Family
ID=7816405
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP1997/007317 WO1998029644A1 (de) | 1996-12-30 | 1997-12-30 | Verfahren zum erzeugen von physikalischer leistung mit hubkolben-brennkraftmaschinen |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0888496A1 (de) |
AU (1) | AU5764498A (de) |
DE (1) | DE19654710A1 (de) |
WO (1) | WO1998029644A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AUPQ560900A0 (en) * | 2000-02-14 | 2000-03-09 | Oberhardt, Stephen | An exhaust pulse control unit |
AT505192B1 (de) * | 2008-06-19 | 2009-08-15 | Avl List Gmbh | Zweitakt-brennkraftmaschine mit umkehrspülung |
DE102013013337A1 (de) * | 2013-08-06 | 2015-03-05 | RONAX GmbH | Vorrichtung und ein Verfahren zur Regelung der Kraftstoffeinspritzmenge in Zylinder einer Zweitaktverbrennungskraftmaschine |
DE102017009089A1 (de) * | 2017-09-29 | 2019-04-04 | Friedemann Meggl | Zweitaktmotor mit Ölsumpschmierung |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2542756A (en) * | 1946-05-02 | 1951-02-20 | Draminsky Per | Two-stroke engine |
DE967299C (de) * | 1940-08-27 | 1957-10-31 | Kloeckner Humboldt Deutz Ag | Brennkraftmaschine, insbesondere Zweitaktbrennkraftmaschine |
DE2113050A1 (de) * | 1971-03-18 | 1972-09-21 | Treiber Otis Daniel | Verbrennungsmotor |
DE3816331A1 (de) * | 1987-05-26 | 1988-12-08 | Volkswagen Ag | Gemischverdichtende zweitaktbrennkraftmaschine |
EP0389466A1 (de) * | 1989-03-23 | 1990-09-26 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Auspuffanlage für Zweitakt-Brennkraftmaschinen |
DE4236899A1 (de) * | 1992-10-31 | 1994-05-05 | Mtu Friedrichshafen Gmbh | Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor |
DE4241429A1 (de) * | 1992-12-09 | 1994-06-30 | Svein Wieneke | Opto-Elektronische Steuerung des Auslass-Kanals für Zweitakt-Verbrennungsmotoren |
DE4429276A1 (de) * | 1994-08-19 | 1996-02-29 | Rolf Mattes | Verfahren zum Betreiben einer Verbrennungskraftmaschine mit Mehrtaktfunktion und Verbrennungskraftmaschine, insbesondere Zweitaktmotor |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE749527C (de) * | 1942-07-09 | 1944-12-06 | Viertaktbrennkraftmaschine | |
DE3836432A1 (de) * | 1988-09-05 | 1990-03-15 | Leistritz Hans Karl | Weiterentwicklung des arbeitsverfahrens von brennkraftmaschinen, die als selbstansaugende kolbenmotoren (hub- und rotationskolben) ausgefuehrt sind |
JP2718482B2 (ja) * | 1989-02-06 | 1998-02-25 | ヤマハ発動機株式会社 | 2サイクル多気筒エンジンの弁駆動機構 |
DE3905903A1 (de) * | 1989-02-25 | 1990-08-30 | Klaue Hermann | Zweitaktmotor insbesondere zum antrieb von kraftfahrzeugen |
DE4012471A1 (de) * | 1989-04-26 | 1990-10-31 | Volkswagen Ag | Gemischverdichtende brennkraftmaschine, insbesondere zweitaktmaschine, mit brennraumspuelung |
DE3935497A1 (de) * | 1989-10-25 | 1991-05-02 | Daimler Benz Ag | Brennkraftmaschine |
-
1996
- 1996-12-30 DE DE19654710A patent/DE19654710A1/de not_active Withdrawn
-
1997
- 1997-12-30 AU AU57644/98A patent/AU5764498A/en not_active Abandoned
- 1997-12-30 WO PCT/EP1997/007317 patent/WO1998029644A1/de not_active Application Discontinuation
- 1997-12-30 EP EP97953930A patent/EP0888496A1/de not_active Withdrawn
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE967299C (de) * | 1940-08-27 | 1957-10-31 | Kloeckner Humboldt Deutz Ag | Brennkraftmaschine, insbesondere Zweitaktbrennkraftmaschine |
US2542756A (en) * | 1946-05-02 | 1951-02-20 | Draminsky Per | Two-stroke engine |
DE2113050A1 (de) * | 1971-03-18 | 1972-09-21 | Treiber Otis Daniel | Verbrennungsmotor |
DE3816331A1 (de) * | 1987-05-26 | 1988-12-08 | Volkswagen Ag | Gemischverdichtende zweitaktbrennkraftmaschine |
EP0389466A1 (de) * | 1989-03-23 | 1990-09-26 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Auspuffanlage für Zweitakt-Brennkraftmaschinen |
DE4236899A1 (de) * | 1992-10-31 | 1994-05-05 | Mtu Friedrichshafen Gmbh | Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor |
DE4241429A1 (de) * | 1992-12-09 | 1994-06-30 | Svein Wieneke | Opto-Elektronische Steuerung des Auslass-Kanals für Zweitakt-Verbrennungsmotoren |
DE4429276A1 (de) * | 1994-08-19 | 1996-02-29 | Rolf Mattes | Verfahren zum Betreiben einer Verbrennungskraftmaschine mit Mehrtaktfunktion und Verbrennungskraftmaschine, insbesondere Zweitaktmotor |
Also Published As
Publication number | Publication date |
---|---|
EP0888496A1 (de) | 1999-01-07 |
DE19654710A1 (de) | 1998-07-02 |
AU5764498A (en) | 1998-07-31 |
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