WO1999006682A2 - Moteur combine a combustion interne et suralimente - Google Patents

Moteur combine a combustion interne et suralimente Download PDF

Info

Publication number
WO1999006682A2
WO1999006682A2 PCT/IL1998/000350 IL9800350W WO9906682A2 WO 1999006682 A2 WO1999006682 A2 WO 1999006682A2 IL 9800350 W IL9800350 W IL 9800350W WO 9906682 A2 WO9906682 A2 WO 9906682A2
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
engine
crankshaft
accumulator
combustion
Prior art date
Application number
PCT/IL1998/000350
Other languages
English (en)
Other versions
WO1999006682A3 (fr
Inventor
Otto Israel Krauss
Original Assignee
Otto Israel Krauss
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 Otto Israel Krauss filed Critical Otto Israel Krauss
Priority to AU85578/98A priority Critical patent/AU8557898A/en
Publication of WO1999006682A2 publication Critical patent/WO1999006682A2/fr
Publication of WO1999006682A3 publication Critical patent/WO1999006682A3/fr

Links

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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • 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
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/12—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder the rear face of working piston acting as pumping member and co-operating with a pumping chamber isolated from crankcase, the connecting-rod passing through the chamber and co-operating with movable isolating member
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps

Definitions

  • the present invention relates to a posi ive-displacement internal combustion engine with two-stage expansion and high compression ratio due to supercharging.
  • the engine features a high efficiency due to low internal flow resistance and low friction losses owing to a reduced- speed second expansion stage.
  • thermo-dynamic efficiency increases as the expansion ratio increases, and multiple staging has been known as a way of using more of the available energy left after expansion in a first stage.
  • This solution was known in the construction of steam engines, of steam and gas turbines, and has been applied to reciprocating engines since their very early days.
  • the turbo-charger has two distinct drawbacks:- a limited gas-temperature intake and lack of power feed-back to the engine, thus using only a portion of the energy of the exhaust gas efficiently.
  • multistage I.e. engines comprise a one- or two-staged pre- compression cylinders, one or two high-pressure combustion chambers used for first-stage expansion and a second stage expansion cylinder of a larger diameter. Gas passages join the different cylinders. Many of these include a pre- compressing cylinder unit as well as an accumulator and inter-cooler for the compressed air to be fed to the high- pressure cylinders, with the object of improving efficiency and acceleration.
  • Still another object is to provide an engine suitable for power take-off at two different rotary speeds.
  • the internal combustion compound engine according to the present invention is characterized by two-stage expansion of the combustion gases by the provision of a first-stage four-stroke combustion unit and a second-stage two-stroke expansion unit running at half the rotary speed of the combustion unit. It is further characterized by the provision of a reciprocating or a rotary super- ⁇ charger adapted to supply pre-compressed air to the combustion unit.
  • an I,C,- engine comprises one or more first-stage cylinders with pistons driving a crankshaft at N rpm and the same number of second-stage expansion cylinders with pistons driving a parallel crankshaft at N/2 rpm.
  • the two crankshafts are coupled to each other by a toothed gear or chain gear having a ratio 1:2.
  • a pre-co pression cylinder/piston unit is driven by one of the ceankshafts and pumps pre- compressed air into an accumulator which contains air cooling equipment.
  • the accumulator is connected to the inlet manifold of the combustion unit and delivers pre- compressed air to each combustion chamber during the suction stroke.
  • full compression fuel is injected and ignited whereupon expansion of the combustion gases drives the high-rev crankshaft in a conventional manner.
  • the exhaust valve or valves opening the combustion gases are driven into the second-stage unit or units which act on the two-stroke principle and drive the exhaust gases into the open by their return stroke via an opening exhaust valve or valves.
  • the second-stage unit is in the form of a double s -acting cylinder whereof one side acts as the second expansion stage, while the other acts as pre-compressor or supercharger.
  • the piston is connected to the slow rev crankshaft by piston rod and connecting rod with a shaft seal preventing escape of compressed air.
  • the second-stage unit is connected to one crank of the crankshaft and the pre ⁇ compression unit is in the form of a separate cylinder/piston assembly driven by one of the two crankshafts.
  • a bye-pass to the cooler in the accumulator and a valve serving to circumvent the cooler at low load or during starting, with the object of boosting ignition of the fuel in preheated air.
  • Figure 1 is a vertical section of an internal combustion engine of the invention ,with fuel injection
  • Figure 2 is a vertical section of an internal combustion engine similar to that illustrated in Figure 1, but with a second-stage pre-compressor and an additional accumulator
  • Figure 3 illustrates an internal combustion engine for two-stage expansion in two single-acting cylinders
  • Figures 4A and 4B show a top view and a schematic view of the crankshafts of an engine with three combustion and three expansion cylinders, i.e. three basic units.
  • Figures 5A and 5B show a top view and a schematic view of the crankshafts of an engine with two combustion and two expansion cylinders, i.e. two basic units
  • Figures 6A and 6B show a top view and a schematic view of the crankshafts of an engine with a single combustion and a single expansion cylinder.
  • Figures 7A and 7B show a top view and a scematic view of the crankshafts of the engine shown in Figure 4 with the addition of a rotary supercharger
  • Figure 8 is a diagram of the intensity of the exhaust gases for different types of I ,C. -engines.
  • Figure 1 is a section through a high-pressure and a low- pressure cylinder of an engine which may consist of one or several two-stage expansion units driving two parallel crankshafts 18 and 22.
  • the two cranshafts are interconnected by two gearwheels 17 and 23 having a ratio of 1:2, whereby the crankshaft on the left of the drawing rotates at twice the rotary speed of that on the right. They are driven by a high-pressure cylinder/piston unit I on the left which works as a 4-stroke engine, and a low- pressure cylinder/piston uni II on the right which works on the two-stroke ptinciple, respectively.
  • the two units form a two-stage expansion unit attaining a higher fuel efficiency than a single-stage unit
  • the high- pressure unit I comprises a piston 2 reciprocating in a cylinder 1 and a connecting rod 15 connecting the piston to the crankshaft.
  • a combustion chamber 11 is formed between the cylinder top and the piston into which fuel is injected by injector 10 on or before the top position of the piston.
  • An inlet valve 5 and an outlet valve 6 are operated by an overhead camshaft in a conventional manner (not shown in the drawing).
  • the partly expanded combustion gases are transferred from cylinder 1 via a gas passage 34 to the second-stage cylinder 3 and operate a piston 4 of the low- pressure unit II.
  • the reciprocating piston is double- acting and is connected to crankshaft 24 by means of a piston rod 19 and a connecting rod 21.
  • cylinder 3 is closed by a bottom cover 48 which features a shaft seal 41 around piston rod 19.
  • the thus-formed chamber acts as pre-compression chamber 14 drawing air in through valve 8 and air inlet 36 during each upward stroke of piston 4.
  • air is compressed in chamber 14 and is expelled by way of reed valve 9 and duct 37 into an accumulator 29 which also houses air cooling equipment 30.
  • the drawing shows the accumulator to be provided with a safety valve 39 and a drain cock 40.
  • the pre-compressed and cooled a r is drawn into the high-pressure unit through a duct 32, a choke valve 69 and an inlet valve 5, during the suction stroke of piston 2, is compressed, fuel is injected and is partly expanded as described before.
  • the pre-compressed air should remain at its higher temperature; this is obtained by means of a two-way valve 31 and a bye-pass 28 from the accumulator which circumvents the cooling means 30 in the accumulator .
  • Bye-pass 28 is advantageous! y heat-insulated (38) or may even be provided with heating means.
  • the two crankshafts are driven by several units I and II forming the engine and that the accumulator and cooling means are designed to provide precompressed and cooled air to all cylinders 1 of the engine, a fact that shows a great improvement compared with the afore mentioned engine which must have not more and not less than two first-stage cylinders.
  • exhaust valve 6 which communicates the two cylinders could be provided with an electric, mechanic, pneumatic or hydraulic locking device preventing its opening by high counter-pressure in cylinder 3.
  • valve (6) instead of one valve (6) as shown, there may be provided two parallel valves of different diameters: hereby the small-diameter valve will be opened first in order to equalize the pressures, whereafter the large- diameter valve is readily opened by the camshaft.
  • two exhaust valves 7 for cylinder 3 in order to reduce the outlet flow resistance.
  • the engine illustrated in Figure 2 is in most details identical with that of Figure 1, with the addition of a second pre-compression unit in the 4-stroke unit and an accumulator and intercooler for the air compressed by this unit.
  • the drawing shows, on the right side, an expansion unit identical with that in Figure 1 and, for this reason, no explanation is necessary.
  • the combustion cylinder, on the left is double-acting and features a closed bottom wall 50 and a piston 2 driving the crankshaft 18 through a piston rod 51 and a connecting rod 52. Pre-compressed air is sucked in through inlet valve 53 and delivered to 5 accumulator 29 and exhaust valve 54 and piping indicated by an arrow.
  • the right-side pre-compressor 14 delivers the compressed air to accumulator and intercooler 55 from where it is conveyed into the second compression chamber 56 for further compression. From this compression chamber Q the compressed air flows into the second accumulator (29) and is delivered to the combustion chamber as described in respect of the foregoing embodiment.
  • Accumulator 55 may be of the same size, or smaller than accumulator 29.
  • a bye-pass duct and valve may be provided or not.
  • the compression and twin intercooling 1) saves energy during compresion, and increases fuel efficiency, 2) provides higher initial pressure in the combustion chamber 3) saves and provides reserve energy in the form of compressed air created during braking and downhill driving. 4) In case additional power is required the inlet valves 8 and 53 may be kept fully or partly open by solenoids, thus avoiding unnecessary power loss by pre- compression. 5) It gives the driver of a vehicle better control by the possibility of faster acceleration and deceleration.
  • the choke valve 69 is preferably installed in engines driving motor vehicles and motor vessels.
  • the valve should be partly closed during deceleration or downhill driving causing the air in the accumulator to be compressed to a multiple of the normal pressure, thus providing a strong retarding momentum.
  • excessive pressure safety valve 39 will come into action.
  • the choke valve is still partly closed in order to prevent the engine from receiving an excessive amount of high-pressure air.
  • the choke valve will be fully opened only after return of normal pressure operation. During this period inlet valves 8 and 53 are kept open, since no pre-compression of air becomes necessary.
  • the engine illustrated in Figure 3 has two reciprocating single acting cylinders which reduced the total height of the engine.
  • precompr- ession is carried out by a rotary supercharger 60 which is driven by the slower crankshaft 24.
  • a supercharger 60 is driven by the slow-speed crankshaft.
  • Compressed air is conveyed to the accumulator 29 where it is cooled by intercooler 30.
  • intercooler 30 As described in the foregoing, for low load and starting the intercooler is circumvented by means of bye-pass 28 and two-way valve 31.
  • the construction and working of this embodiment is identical with those described in respect of the two previous engines.
  • FIGs 4, 5, 6 and 7 show top views and crankshaft arrangements for engines with three, two and one basic two-stage expansion units. In the following the engine of Figures 4A and 4B will be described, which will save similar explanations regarding Figures 5 and 6.
  • Figure 4 shows three parallel cylinders 1 driving a crankshaft 18 and three parallel expansion cylinders 3 driving a crankshaft 24.
  • the two crankshafts are coupled by gear wheels 17 and 23 at the ratio 1:2 permitting a foui—stroke action of cylinders 1 and a two-stroke action of cylinders 3.
  • a flywheel 61 mounted on the high-speed crankshaft.
  • the air pre- compressed by the three cylinders 3 is conveyed to accumulator 29, is intercooled and delivered to the combustion chambers of the three cylinders 1 via a main airduct 61 and through separate ducts 62.
  • camshafts are not shown.
  • the exhaust gases are delivered to an exhaust manifold 63 through two parallel exhaust valves 7 on each cylinder and from the manifold via the exhaust silencer (not shown) into the atmosphere.
  • Figure 7 is identical with Figure 4 with the addition of a rotary supercharger 60 attached to one of the crankshafts. It is well understood that either crankshaft can be used as power take-off dependent on the required revolutions of the consumer.
  • FIG 8a shows the exhaust frequency and average intensity (amplitude and velocity) of a conventional four-stroke engine of one cylinder which shows the high intensity and resulting noise of the exhaust gases at every fourth stroke.
  • Figure 8b is the same diagram for a 2-cylinder four-stroke engine, showing two gas exhausts per every four-stroke cycle of one of the cylinders.
  • Figure 8c is a diagram of the exhaust duration and flow of one basic unit as depicted in Figure 6,i.e. one combustion and one expansion cylinder. The diagram shows that due to the 50% rotational speed of the second crankshaft the exhaust gases are expelled at half the intensity and during twice the duration compared with those of a conventional engine as demonstrated in Figure 8a.
  • Figure 8d is an exhaust diagram of an engine including two basic units shown in Figures 4 and 7, i.e. a more even and much quieter flow at relatively low speed.

Abstract

L'invention concerne un moteur à injection et à combustion interne pour la détente à deux étages, doté d'une paire de cylindres ou plus. Chaque unité comporte un cylindre à quatre temps (1) de premier étage et un deuxième cylindre à deux temps (3), à double action et de deuxième étage. Chaque cylindre commande un vilebrequin (18) et (24), lesquels sont reliés entre eux par des roues dentées à rapport d'engrenage 2 par 1. Le cylindre (1) se caractérise par une injection de carburant (5), une soupape d'entrée (5) et une soupape de sortie (6), cette dernière étant reliée par un conduit (34) au sommet du cylindre (3) de sorte que les gaz partiellement détendus soient déplacés pour une détente finale et soient expulsés par une soupape de sortie (7). L'espace inférieur du cylindre (3) sert de compresseur d'alimentation (14) qui décharge l'air comprimé dans un refroidisseur intermédiaire (30) depuis lequel l'air comprimé et refroidi est acheminé jusqu'au cylindre (1) en passant par la soupape d'entrée (5).
PCT/IL1998/000350 1997-07-31 1998-07-28 Moteur combine a combustion interne et suralimente WO1999006682A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU85578/98A AU8557898A (en) 1997-07-31 1998-07-28 Supercharged internal combustion compound engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IL121446 1997-07-31
IL12144697A IL121446A (en) 1997-07-31 1997-07-31 Supercharged internal combustion compound engine

Publications (2)

Publication Number Publication Date
WO1999006682A2 true WO1999006682A2 (fr) 1999-02-11
WO1999006682A3 WO1999006682A3 (fr) 1999-04-29

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PCT/IL1998/000350 WO1999006682A2 (fr) 1997-07-31 1998-07-28 Moteur combine a combustion interne et suralimente

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AU (1) AU8557898A (fr)
IL (1) IL121446A (fr)
WO (1) WO1999006682A2 (fr)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6543398B1 (en) * 2001-07-19 2003-04-08 Southwest Research Institute High efficiency compression ignition aftertreatment devices for combined use of lean-burn combustion systems and three-way catalysts
WO2004001206A1 (fr) * 2002-06-21 2003-12-31 Giancarlo Ravagnan Moteur a combustion interne a courses separees et optimisees de compression, combustion et detente
WO2008092218A1 (fr) * 2007-02-02 2008-08-07 Moreira Machado Cassio Moteur à combustion interne avec temps allongé
WO2009030147A1 (fr) * 2007-08-28 2009-03-12 Zheng Yu Moteur électromécanique combiné
DE102008049090A1 (de) 2008-09-26 2010-04-08 Audi Ag Brennkraftmaschine mit Expansionszylindern auf kuppelbarer Kurbelwelle
DE102008049088A1 (de) 2008-09-26 2010-04-08 Audi Ag Brennkraftmaschine mit Expansionszylindern mit variablem Kolbenhub
DE102008061624A1 (de) * 2008-12-11 2010-07-15 Arnold Cyliax 4T2 Motor-Konzeption
WO2015090340A1 (fr) 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne
WO2015090341A1 (fr) * 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne
RU2617519C1 (ru) * 2016-04-08 2017-04-25 Евгений Александрович Оленев Двигатель внутреннего сгорания
EP3327267A1 (fr) * 2016-11-28 2018-05-30 Gerd Bauer Moteur à allumage commandé doté de cylindres récepteurs
WO2019042575A1 (fr) * 2017-09-04 2019-03-07 Volvo Truck Corporation Agencement de moteur à combustion interne
WO2019084356A1 (fr) * 2017-10-26 2019-05-02 Richard Caldwell Moteur à combustion à étages multiples à cycle combiné simultané
EP3114336B1 (fr) * 2014-03-07 2020-05-13 Kristani, Filip Moteur à combustion interne à quatre temps avec compression pré-refroidie à étages
CN112594055A (zh) * 2021-01-11 2021-04-02 迟龙 一种发动机排气再做功的方法
DE102016100471B4 (de) 2015-01-30 2022-08-25 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verbrennungsmotor mit einzelner kurbelwelle und doppelter expansion

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US870720A (en) * 1905-04-17 1907-11-12 Arthur J Frith Internal-combustion engine.
US967828A (en) * 1906-08-14 1910-08-16 C P Power Company Compound internal-combustion engine.
GB294110A (en) * 1927-07-16 1928-11-22 Werner Brunnschweiler Improvements in or relating to two stage internal combustion engines working on the two stroke cycle
US1904070A (en) * 1928-02-20 1933-04-18 Doherty Res Co Combustion engine with preheated air
US2239922A (en) * 1930-05-20 1941-04-29 Martinka Michael Internal combustion engine
US2267461A (en) * 1938-07-12 1941-12-23 Heylandt Two-stage two-stroke internal combustion engine
US4630444A (en) * 1983-05-18 1986-12-23 Oskar Schatz Internal combustion engine with a combination exhaust and direct drive supercharger

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US870720A (en) * 1905-04-17 1907-11-12 Arthur J Frith Internal-combustion engine.
US967828A (en) * 1906-08-14 1910-08-16 C P Power Company Compound internal-combustion engine.
GB294110A (en) * 1927-07-16 1928-11-22 Werner Brunnschweiler Improvements in or relating to two stage internal combustion engines working on the two stroke cycle
US1904070A (en) * 1928-02-20 1933-04-18 Doherty Res Co Combustion engine with preheated air
US2239922A (en) * 1930-05-20 1941-04-29 Martinka Michael Internal combustion engine
US2267461A (en) * 1938-07-12 1941-12-23 Heylandt Two-stage two-stroke internal combustion engine
US4630444A (en) * 1983-05-18 1986-12-23 Oskar Schatz Internal combustion engine with a combination exhaust and direct drive supercharger

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6543398B1 (en) * 2001-07-19 2003-04-08 Southwest Research Institute High efficiency compression ignition aftertreatment devices for combined use of lean-burn combustion systems and three-way catalysts
WO2004001206A1 (fr) * 2002-06-21 2003-12-31 Giancarlo Ravagnan Moteur a combustion interne a courses separees et optimisees de compression, combustion et detente
WO2008092218A1 (fr) * 2007-02-02 2008-08-07 Moreira Machado Cassio Moteur à combustion interne avec temps allongé
WO2009030147A1 (fr) * 2007-08-28 2009-03-12 Zheng Yu Moteur électromécanique combiné
DE102008049090A1 (de) 2008-09-26 2010-04-08 Audi Ag Brennkraftmaschine mit Expansionszylindern auf kuppelbarer Kurbelwelle
DE102008049090B4 (de) * 2008-09-26 2016-06-09 Audi Ag Brennkraftmaschine mit Expansionszylindern auf kuppelbarer Kurbelwelle
DE102008049088B4 (de) 2008-09-26 2019-07-25 Audi Ag Brennkraftmaschine mit Expansionszylindern mit variablem Kolbenhub
DE102008049088A1 (de) 2008-09-26 2010-04-08 Audi Ag Brennkraftmaschine mit Expansionszylindern mit variablem Kolbenhub
DE102008061624A1 (de) * 2008-12-11 2010-07-15 Arnold Cyliax 4T2 Motor-Konzeption
CN105829678A (zh) * 2013-12-19 2016-08-03 沃尔沃卡车集团 内燃机
CN105829677A (zh) * 2013-12-19 2016-08-03 沃尔沃卡车集团 内燃机
WO2015090341A1 (fr) * 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne
CN105829677B (zh) * 2013-12-19 2019-06-04 沃尔沃卡车集团 内燃机
US10041404B2 (en) 2013-12-19 2018-08-07 Volvo Truck Corporation Internal combustion engine
US10094273B2 (en) 2013-12-19 2018-10-09 Volvo Truck Corporation Internal combustion engine
CN105829678B (zh) * 2013-12-19 2019-10-11 沃尔沃卡车集团 内燃机
WO2015090340A1 (fr) 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne
EP3114336B1 (fr) * 2014-03-07 2020-05-13 Kristani, Filip Moteur à combustion interne à quatre temps avec compression pré-refroidie à étages
DE102016100471B4 (de) 2015-01-30 2022-08-25 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verbrennungsmotor mit einzelner kurbelwelle und doppelter expansion
RU2617519C1 (ru) * 2016-04-08 2017-04-25 Евгений Александрович Оленев Двигатель внутреннего сгорания
US20180149079A1 (en) * 2016-11-28 2018-05-31 Gerd Bauer Spark-ignition engine with subsequent cylinders
EP3327267A1 (fr) * 2016-11-28 2018-05-30 Gerd Bauer Moteur à allumage commandé doté de cylindres récepteurs
WO2019042575A1 (fr) * 2017-09-04 2019-03-07 Volvo Truck Corporation Agencement de moteur à combustion interne
US11085368B2 (en) 2017-09-04 2021-08-10 Volvo Truck Corporation Internal combustion engine arrangement
WO2019084356A1 (fr) * 2017-10-26 2019-05-02 Richard Caldwell Moteur à combustion à étages multiples à cycle combiné simultané
CN112594055A (zh) * 2021-01-11 2021-04-02 迟龙 一种发动机排气再做功的方法

Also Published As

Publication number Publication date
IL121446A (en) 2000-12-06
WO1999006682A3 (fr) 1999-04-29
AU8557898A (en) 1999-02-22
IL121446A0 (en) 1998-02-08

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