WO1999047804A1 - High power density, diesel engine - Google Patents
High power density, diesel engine Download PDFInfo
- Publication number
- WO1999047804A1 WO1999047804A1 PCT/US1999/005632 US9905632W WO9947804A1 WO 1999047804 A1 WO1999047804 A1 WO 1999047804A1 US 9905632 W US9905632 W US 9905632W WO 9947804 A1 WO9947804 A1 WO 9947804A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- volume
- expansion
- cylinder
- set forth
- Prior art date
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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
-
- 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
- F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G3/00—Combustion-product positive-displacement engine plants
- F02G3/02—Combustion-product positive-displacement engine plants with reciprocating-piston 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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 present invention generally relates to engines and more specifically to a high power density, diesel engine and its operational cycle
- the Spark-Ignition internal combustion or SI engine uses a highly volatile fuel, gasoline, and a spark to initiate combustion in its cylinders Both the compression and expansion portions of the cycle are conducted in that same cylinder
- SI engines have been developed with high power densities (as used herein the term "high power density” means a horsepower to weight ratio or a horsepower to cubic inch ratio of at least 1 0)
- they suffer from two major drawbacks, namely fuel consumption and the volatility of gasoline
- the volatility of gasoline is well documented and the problems associated with storage, transportation and use in remote locations need not be further discussed herein
- economy and durability while significant gains have been made in recent years regarding the fuel economy and durability of SI engines, these engines still lack the capabilities of their diesel engine counterparts
- a diesel compression ignition or Cl engine initiates combustion through the development of high pressure and autoignition temperature within the cylinder When temperature and pressure are risen high enough, autoignition of the fuel results without a spark While being superior to SI engines in terms of fuel economy and the less volatile nature of diesel fuel, Cl engines have
- the present invention provides a diesel engine design with an attractive, high power density potential, while maintaining desired fuel economy.
- the basic principal of the engine itself is well premised: increase mean effective pressures by reducing the expansion ratio of the working fluid within the reciprocator and while using recovery system to recapture exhaust energy and provide boost.
- the present design isolates the compression and expansion processes, allowing for independent compression and expansion ratios, and combines constant volume combustion with port-controlled expansion. This enables this present invention to outperform existing engines and gas cycles while operating at lower peak expansion pressures, similar to those typical for gasoline engines.
- the gas cycle of the present invention occurs simultaneously within three interdependent chambers: a compression cylinder, a combustion chamber and an expansion cylinder.
- the compression cylinder inducts fresh air through lower intake ports, similar to a conventional two stroke diesel.
- the mass within the compression cylinder is subsequently compressed by the upward or compression stroke of the compression piston and is transferred into a combustion chamber via induction ports.
- TDC top dead center
- the compression piston begins to compress a second mass.
- BTDC top dead center
- a second combustion chamber is brought into communication with the second compressed mass until slightly after TDC, when this second compression chamber is also abruptly separated from the compression cylinder. Thereafter, the compression piston begins its downstroke and repeats its cycle.
- the combustion chamber containing the compressed mass is injected with fuel.
- the chambers themselves can be provided with glow plugs and the injection of fuel is initially directed onto the glow
- the combustion chamber containing a partially burned charge, is then brought into communication with the expansion cylinder.
- the expansion piston Prior to the combustion chamber being ported into the expansion cylinder, the expansion piston has begun its compression stroke covering exhaust and scavenging ports during its upward movement. A mixture of scavenged and residual mass within the cylinder is compressed as the expansion piston approaches TDC. At this point, the partially burned mass within the combustion cylinder is introduced to the compressed mass of the expansion cylinder. Pressure within the expansion cylinder rises as the high pressure combusting mixture enters from the combustion chamber. The expansion cylinder thereafter compresses the combined mass as combustion continues to take place as a result of the new introduction of oxygen.
- the expansion piston extracts work from the combustion process during its expansion stroke. As the expansion piston is stroked downward, the piston opens to exhaust ports and the residual mass is exhausted. As the expansion piston continues its downward stroke, the piston opens to scavenging ports and fresh air scavenging occurs within the expansion cylinder. After bottom dead center (BDC), the expansion piston closes off the scavenge and exhaust ports and begins to compress the mixture of scavenged and residual mass therein, preparing for mixing with the combusting mass in the second combustion chamber. After mixing, further compression and burning, the expansion piston again begins its downward stroke with work again being extracted. The expansion piston then repeats its cycle.
- BDC bottom dead center
- FIG. 1 is a schematic illustration of an engine embodying the principles of the present invention
- FIG 2 is a schematic illustration of the engine seen in Figure 1 and further showing the primary components of the present invention and their inter-relation with one another, with the compression piston being illustrated near BDC;
- Figures 3a and 3b are schematic illustrations similar to Figure 2 illustrating the compression piston at TDC and further defining some design parameters of the present invention
- Figures 4a, 4b and 4c schematically illustrate airflow at various stages of the gas cycle of the present invention
- Figures 5a and 5b are schematic illustrations similar to Figure 1 respectively illustrating the closing of the induction port and the opening of the blowdown port in the present invention and the injection of fuel into the combustion chamber;
- Figure 6a is a schematic illustration showing the piston position utilized in determining the geometric compression ratio of the compressor;
- Figure 6b is a schematic illustration illustrating the compressor piston positioned in determining the geometric compression ratio including both the compression cylinder and the combustion chamber
- Figure 6c is a schematic illustration showing the expansion piston positions in defining the geometric compression ratio of the expansion cylinder
- Figure 6d is a schematic illustration showing the piston positions in defining the geometric compression ratio of the expansion cylinder and the combustion chamber
- Figure 7 is a perspective view of the rotary prechamber tube utilized in the present invention further illustrating one of the combustion chambers formed therein;
- Figure 8 is a sectional view of the tube seen in Figure 7 further illustrating the coolant passageway through the tube and a removable insert for defining the combustion chamber itself;
- Figure 9 is a graph of the ideal gas cycle of the present invention.
- Figures 10 and 11 are schematic illustrations of further embodiments of the present invention.
- FIGS 12a, 12b, 13a and 13b schematically show the timing configurations which may be utilized with the present invention.
- an engine embodying the principles of the present invention is schematically illustrated in Figure 1 and generally designated at 10.
- the engine principally includes a lower unit or engine block 12, an upper unit or tube housing 14, timing belts, illustrated as being enclosed beneath a cover 16, an exhaust manifold 18 (which will vary depending on the number of cylinders in the engine 10), and a scavenging manifold 20 illustrated as being associated with the housing 14.
- a scavenging manifold 20 illustrated as being associated with the housing 14.
- the ideal gas cycle illustrated in Figure 9.
- the ideal gas cycle actually consists of two inter-related cycles, one for the compression cylinder or compressor and one for the expansion cylinder or expander. The compression cylinder cycle will first be discussed.
- V 8DC bottom dead center
- the compression piston undergoes an upward or compressive stroke, compressing the mass or volume of air within the combined volume of the compression cylinder and the combustion chamber, until reaching a pressure of greater than thirty-five atmospheres and a volume of less than two cubic inches.
- the combustion chamber is abruptly cut off from the compression cylinder.
- the volume of the compression cylinder decreases to below one cubic inch.
- the compression piston then begins its downward or expansion stroke and it can be seen that the pressure in the compression cylinder quickly drops at first and then more slowly until approaching a near vacuum at BDC. The cycle then repeats itself.
- the volume in the expansion cylinder is just less than thirteen cubic inches.
- the volume decreases rapidly and the pressure increases slowly at first.
- the expansion piston approaches TDC, the pressure increases more rapidly until peaking at about forty-seven atmospheres in a volume of about two cubic inches.
- the combustion chamber opens to the expansion cylinder and there is a corresponding increase in volume and an increase in pressure due to constant volume heat addition which occurs within the combustion chamber before the blowdown port to the
- the engine 10 includes two cylinders, a compression cylinder 22 and an expansion cylinder 24.
- Crankshafts 26 and 28 are respectively connected by connecting rods 30 and 32 to the compression piston 34 and the expansion piston 36.
- induction ports 38 and 40 are located toward the lower end of each cylinder 22 and 24, located toward the lower end of each cylinder 22 and 24,. These induction ports become exposed or opened as the pistons 34 and 36 approach BDC, allowing for the induction of a fresh charge of air into the compression cylinder 24 and for the scavenging of the combustion bi-products and any residual mass from the expansion cylinder 24.
- the expansion cylinder 24 is further provided with exhaust ports 42.
- the exhaust ports 42 may be positioned to open before the opening of the induction ports 40.
- a rotary prechamber tube 44 Located generally centrally between the two upper ends of the compression and expansion cylinders 22 and 24 is a rotary prechamber tube 44.
- the tube 44 is rotatably mounted within the housing 14 and is supported therein for rotation about a tube axis 46 extending longitudinally through the tube 44 (seen as generally extending into the page of Figure 2).
- the tube 44 is generally cylindrical in shape, as seen in Figure 7, and further has defined within its body two prechambers or combustion chambers 48.
- the combustion chambers 48 define generally outwardly concave bowls in the tube 44 and may further be defined by inserts 50 removably press-fit into cavities 52 formed in the tube 44. Such a construction allows for the removal of the inserts 50 and their replacement by another insert of different volume. Accordingly, the engine 10 of the present invention can be readily modified changing the volume of the combustion chambers 48 to vary the effective compression and expansion ratios of the engine 10.
- Coolant fluid such as oil
- this passageway 54 is also defined generally centrally through the tube 44. Coolant fluid, such as oil, is circulated through this passageway 54 to not only cool the combustion chambers 48 but to also provide lubrication to the tube 44 itself and to seals which may be provided in one or more axial and radial grooves 56.
- the oil for lubrication may be provided via centrifugal ducts, not shown, in the tube 44.
- the combustion chambers 48 alternately communicate with the compression cylinder 22 and the expansion cylinder 24. Communication with the compression cylinder 22 occurs through an induction port 58 while communication with the expansion cylinder 24 occurs through a blowdown port 60.
- coolant passageways 64 are defined in the housing 14 and the engine block 12. These passageways 64 allow coolant, such as a water and glycol mix, to be circulated so as to cool the engine 10 overall.
- the bank angle is defined as the angle between the central axis of the compression cylinder 22 and the central axis of the expansion cylinder 24.
- the bank angle 66 between the compression and expansion cylinders 22 and 24 will be in the range of 60 to 90 degrees. Such a range allows for use of the single tube 44 with both cylinders 22 and 24.
- the port angle is designated at 68 and is defined as the angle between a line drawn from the tube axis 46 through the center of the induction port 58 and a line drawn from the tube axis 46 through the center of the blowdown port 60.
- the port angle 68 is within the range of 85 to 95 degrees for higher speed applications. Such a port angle allows for injection of fuel while the combustion chamber 48 is closed off from and between the cylinders 22 and 24 and initiation of combustion before the chamber 48 is ported to the expansion cylinder 24.
- the phase angle, designated at 70 is defined as the angle of advance of the expansion piston 36 relative to the compression piston 34 at TDC. Preferably, the phase angle 70 is within the range of 55 to 65 degrees, allowing a variance in the expansion cylinder's compression ratio.
- the bowl angle is defined as the angle between a line drawn from the tube axis 46 and the leading edge 74 of the combustion chamber 48 and the line from the tube axis 46 and the trailing edge 76 of the combustion chamber 48.
- the bowl angle 72 is within the range of 45 to 65 degrees, like the port angle 68, such an angle allows for injection of fuel while the combustion chamber 48 is closed off from and between the cylinders 22 and 24 and initiation of combustion before the chamber 48 is ported to the expansion cylinder 24.
- the compression piston 34 At approximately 120° before TDC, the compression piston 34 has been moved up sufficiently to close off the induction ports and the combustion chamber 48 is opened relative to the compression cylinder 22 via the induction port 58. As the compression piston 34 continues its upward stroke, see Figure 4b, the mass/volume within the compression cylinder 22 is compressed through the induction port 58 into the combustion chamber 48 as designated by arrow 80. At TDC of the compression piston 34, a minimal amount of head space exists within the compression cylinder 22. Slightly thereafter, the combustion chamber 48 is abruptly separated from the compression cylinder as generally seen in Figure 5a. The compression piston 34 thereafter begins its downward stroke or expansion stroke, as seen in Figure 4c, resulting in an increase of volume in the compression cylinder and a decrease in pressure (to a near vacuum).
- fuel is injected via the fuel injector 62 into the combustion chamber 48.
- the fuel is injected directed onto a glow plug 82.
- the glow plug functions to enhance the initiation of fixed volume combustion within the combustion chamber 48.
- temperature and pressure conditions within the combustion chamber 48 will be sufficient for auto-ignition to occur.
- a high compression ratio can be used for cold start and later reduced when the engine 10 is warm by changing the relative phasing between the pre-chamber tube 44 and compression cylinder 22.
- a high start-up compression ratio with an effective lower operating compression ratio can be employed.
- the effective compression ratio of the warmed up engine is reduced thereby reducing peak pressures in the combustion chambers 48.
- the retarding or advancing of the tube 44 relative to the compression cylinder 22 can be achieved by biasing the tube's timing belt or chain 104. This is schematically illustrated in FIGS. 12(a) and 12(b) where the tube 44 is respectively advanced and retarded while being driven off of the expansion crankshaft 28 and FIGS. 13(a) and 13(b) where the tube 44 is respectively advanced and retarded
- Timing member 106 is alternatively biased into the belt 104 to effectuate retarding or advancing.
- the compression and expansion crankshafts are timed off one another via belt/chain 108.
- the phasing of the cylinders relative to one another can likewise be varied, advanced as seen in FIGS. 12(a) and 13(a) or retarded as seen in FIGS. 12(b) and 13(b), through use of a similar timing member 110.
- Such variability allows the engine to be optimized under a variety of operating conditions as one skilled in the art will appreciate.
- each injector 62 operates once every third injection, thereby allowing for high speed operation of the engine 10.
- the injectors 62 can be a single hole, low pressure component because of the relatively long constant volume injection and the turbulent flow field that is created as mass is transferred from the combustion chamber 48 to the expansion cylinder 24. Standard injectors and injection pumps can therefore be utilized with the present invention.
- the tube 44 rotates the combustion chamber 48 effectively opening the blowdown port 60 into the expansion cylinder 24.
- the expansion piston 36 is approaching TDC as seen in Figure 4c and, the compressed mass within the expansion cylinder 24 combines and mixes with the combusting and residual mass in the combustion chamber 48.
- the blowdown port 60 is lined with a steel insert 100.
- the insert 100 is best illustrated in Figure 2.
- the expansion piston 36 begins its expansion or downward stroke with combustion continuing and work being extracted from the engine 10.
- the exhaust gases and any residual mass is subsequently exhausted through the exhaust port 42 as the final mass is dumped from the combustion chamber 48, respectively identified by arrows 88 and 90.
- the induction port 40 is opened and scavenging air, identified by arrow 92, is utilized to scavenge the combustion by-products and residual mass from the expansion cylinder 24.
- a positive pressure source of scavenging air is provided to the induction port 40.
- the positive pressure source of air can be provided through a number of techniques including, without limitation, utilization of a blower, supercharger or crankcase scavenging technique.
- Figures 6a through 6d respectively illustrate the geometric compression ratios for the compression cylinder 22 and the expansion cylinder 24.
- the geometric and effective compression ratios can be distinguished in that the effective compression ratios are defined based on piston positions at which all cylinder ports have just closed whereas geometric
- compression ratios versus expansion ratios are defined for each cylinder to incorporate the volume of the combustion chamber and its effect upon the compression ratios of both the compression cylinder 22 and the expansion cylinder 24.
- the compression ratio of the compressor and the expansion ratio of the expander both include the combustor volume while the expansion ratio of the compressor and the compression ratio of the expander do not.
- a timing chain or belt can be provided to couple the crankshafts 26 and 28 of the cylinders 22 and 24. Furthermore, rotation of the tube 44 can be controlled through a similar timing chain or belt, coupled with either the crankshaft 26 of the compression cylinder or the crankshaft 28 of the expansion cylinder 24. The tube revolves at one-half of the crankshaft rotational speed.
- the tube 44 is generally axially received within a cylindrical chamber 94 defined in the housing 14.
- the tube 44 is supported by bearings (not shown) which permit rotation of the tube 44 within the chamber 94 and relative to the housing 14. Since the tube 44 and the housing 14 will be subjected to extreme temperature conditions, to enhance heat rejection and structural integrity of the engine 10, a steel sleeve liner 96 may be provided to line the chamber 94.
- the tube 44 must be provided with seals (not shown) extending circumferentially about the tube 44 on both ends of the combustion chambers 48, and axially along the tube 44, between the combustion chambers 48.
- the tube 44 is formed with the radial and axial grooves 56 mentioned above. As will be appreciated by those skilled in the art, sealing can be effectuated in a variety of constructions.
- the combustion chambers 48 After being shutdown from the expansion cylinder 24 and before being opened to the compression cylinder 22, the combustion chambers 48 are scavenged to remove residual mass from within the chambers 48. Scavenging of the combustion chambers 48 can be achieved by a variety of mechanisms including, but not limited to, crankcase scavenging or through use of a positive pressure scavenging system. In achieving scavenging, ports (not shown) are provided in the housing 14 and, where positive pressure scavenging is utilized, an upstream blower (also not shown) is used.
- the tube 44 is coupled either directly or indirectly to the crankshaft 28, it is possible to operate various devices off an output end 102 of the tube 44, which is provided to extend beyond and through the housing 14, at one-half of the engine speed.
- two devices or elements which could be operated off of the end 102 of the tube 44 include a water pump 104 (seen in Figure 1) for providing coolant to the housing 14 and engine block 12 and a propeller of an aircraft.
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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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA002324102A CA2324102C (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine |
BR9909653-6A BR9909653A (en) | 1998-03-17 | 1999-03-17 | High power density diesel engine |
EP99912541A EP1064458A4 (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine |
JP2000536966A JP2002506949A (en) | 1998-03-17 | 1999-03-17 | High power density diesel engine |
MXPA00009112A MXPA00009112A (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine. |
KR1020007010238A KR20010041930A (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine |
AU30898/99A AU3089899A (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US7823698P | 1998-03-17 | 1998-03-17 | |
US60/078,236 | 1998-03-17 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999047804A1 true WO1999047804A1 (en) | 1999-09-23 |
Family
ID=22142790
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US1999/005632 WO1999047804A1 (en) | 1998-03-17 | 1999-03-17 | High power density, diesel engine |
Country Status (9)
Country | Link |
---|---|
EP (1) | EP1064458A4 (en) |
JP (1) | JP2002506949A (en) |
KR (1) | KR20010041930A (en) |
CN (1) | CN1298472A (en) |
AU (1) | AU3089899A (en) |
BR (1) | BR9909653A (en) |
CA (1) | CA2324102C (en) |
MX (1) | MXPA00009112A (en) |
WO (1) | WO1999047804A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008121202A1 (en) * | 2007-03-30 | 2008-10-09 | Caterpillar Inc. | Internal combustion engine and operating method therefor |
EP2785996A4 (en) * | 2011-11-30 | 2016-03-02 | Tour Engine Inc | Crossover valve in double piston cycle engine |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6722127B2 (en) | 2001-07-20 | 2004-04-20 | Carmelo J. Scuderi | Split four stroke engine |
US6543225B2 (en) | 2001-07-20 | 2003-04-08 | Scuderi Group Llc | Split four stroke cycle internal combustion engine |
MY138166A (en) | 2003-06-20 | 2009-04-30 | Scuderi Group Llc | Split-cycle four-stroke engine |
US6986329B2 (en) | 2003-07-23 | 2006-01-17 | Scuderi Salvatore C | Split-cycle engine with dwell piston motion |
US7513224B2 (en) * | 2006-09-11 | 2009-04-07 | The Scuderi Group, Llc | Split-cycle aircraft engine |
CN105697141B (en) * | 2016-03-24 | 2019-02-01 | 张忠友 | Air-cooled Λ type two-stroke double stopper type diesel supercharging engine |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4010727A (en) * | 1973-09-07 | 1977-03-08 | Michael Ellison Cross | Internal combustion engine |
US4015424A (en) * | 1975-04-11 | 1977-04-05 | Sakuta Shinohara | Combustion engine with dual function motor element and rotary valve for cyclical fuel and exhaust metering |
US4513568A (en) * | 1982-09-24 | 1985-04-30 | Roger Bajulaz | Method for the transformation of thermal energy into mechanical energy by means of a combustion engine as well as this new engine |
US4553385A (en) * | 1983-11-18 | 1985-11-19 | Lamont John S | Internal combustion engine |
US4739615A (en) * | 1986-01-14 | 1988-04-26 | Staheli Arthur A | Internal combustion engine in which compressed fuel mixture is combusted externally of the cylinders of the engine in a rotating combustion chamber |
US5526780A (en) * | 1992-11-06 | 1996-06-18 | A. E. Bishop Research Pty. Limited | Gas sealing system for rotary valves |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1211950A (en) * | 1912-07-30 | 1917-01-09 | Hector Vivian Lough | Internal-combustion engine. |
GB266386A (en) * | 1926-02-22 | 1927-08-18 | Fernand Laguesse | Improvements relating to internal combustion engines |
US4876992A (en) * | 1988-08-19 | 1989-10-31 | Standard Oil Company | Crankshaft phasing mechanism |
US6199369B1 (en) * | 1997-03-14 | 2001-03-13 | Daniel J. Meyer | Separate process engine |
GB9711058D0 (en) * | 1997-05-30 | 1997-07-23 | Douglas John L | A rotary internal combustion engine |
-
1999
- 1999-03-17 WO PCT/US1999/005632 patent/WO1999047804A1/en not_active Application Discontinuation
- 1999-03-17 CN CN99805504A patent/CN1298472A/en active Pending
- 1999-03-17 AU AU30898/99A patent/AU3089899A/en not_active Abandoned
- 1999-03-17 KR KR1020007010238A patent/KR20010041930A/en not_active Application Discontinuation
- 1999-03-17 MX MXPA00009112A patent/MXPA00009112A/en unknown
- 1999-03-17 BR BR9909653-6A patent/BR9909653A/en not_active IP Right Cessation
- 1999-03-17 CA CA002324102A patent/CA2324102C/en not_active Expired - Lifetime
- 1999-03-17 EP EP99912541A patent/EP1064458A4/en not_active Withdrawn
- 1999-03-17 JP JP2000536966A patent/JP2002506949A/en active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4010727A (en) * | 1973-09-07 | 1977-03-08 | Michael Ellison Cross | Internal combustion engine |
US4015424A (en) * | 1975-04-11 | 1977-04-05 | Sakuta Shinohara | Combustion engine with dual function motor element and rotary valve for cyclical fuel and exhaust metering |
US4513568A (en) * | 1982-09-24 | 1985-04-30 | Roger Bajulaz | Method for the transformation of thermal energy into mechanical energy by means of a combustion engine as well as this new engine |
US4553385A (en) * | 1983-11-18 | 1985-11-19 | Lamont John S | Internal combustion engine |
US4739615A (en) * | 1986-01-14 | 1988-04-26 | Staheli Arthur A | Internal combustion engine in which compressed fuel mixture is combusted externally of the cylinders of the engine in a rotating combustion chamber |
US5526780A (en) * | 1992-11-06 | 1996-06-18 | A. E. Bishop Research Pty. Limited | Gas sealing system for rotary valves |
Non-Patent Citations (1)
Title |
---|
See also references of EP1064458A4 * |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7597084B2 (en) | 2005-03-09 | 2009-10-06 | Caterpillar Inc. | Internal combustion engine and operating method therefor |
WO2008121202A1 (en) * | 2007-03-30 | 2008-10-09 | Caterpillar Inc. | Internal combustion engine and operating method therefor |
CN101680353B (en) * | 2007-03-30 | 2013-11-06 | 卡特彼勒公司 | Internal combustion engine and operating method therefor |
EP2785996A4 (en) * | 2011-11-30 | 2016-03-02 | Tour Engine Inc | Crossover valve in double piston cycle engine |
US9689307B2 (en) | 2011-11-30 | 2017-06-27 | Tour Engine, Inc. | Crossover valve in double piston cycle engine |
Also Published As
Publication number | Publication date |
---|---|
CA2324102C (en) | 2007-12-04 |
CN1298472A (en) | 2001-06-06 |
CA2324102A1 (en) | 1999-09-23 |
JP2002506949A (en) | 2002-03-05 |
AU3089899A (en) | 1999-10-11 |
EP1064458A1 (en) | 2001-01-03 |
BR9909653A (en) | 2000-11-21 |
KR20010041930A (en) | 2001-05-25 |
MXPA00009112A (en) | 2004-09-10 |
EP1064458A4 (en) | 2004-07-14 |
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