WO2012166080A1 - Machine rotative alternative multicylindrique - Google Patents

Machine rotative alternative multicylindrique Download PDF

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Publication number
WO2012166080A1
WO2012166080A1 PCT/US2011/000995 US2011000995W WO2012166080A1 WO 2012166080 A1 WO2012166080 A1 WO 2012166080A1 US 2011000995 W US2011000995 W US 2011000995W WO 2012166080 A1 WO2012166080 A1 WO 2012166080A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
vane
intake
chamber
chambers
Prior art date
Application number
PCT/US2011/000995
Other languages
English (en)
Inventor
Kamen George KAMENOV
Original Assignee
Kamenov Kamen George
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 Kamenov Kamen George filed Critical Kamenov Kamen George
Priority to CN201180071125.8A priority Critical patent/CN103732882B/zh
Priority to PCT/US2011/000995 priority patent/WO2012166080A1/fr
Publication of WO2012166080A1 publication Critical patent/WO2012166080A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C9/00—Oscillating-piston machines or engines
    • F01C9/002—Oscillating-piston machines or engines the piston oscillating around a fixed axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C11/00—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
    • F01C11/002—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/008—Driving elements, brakes, couplings, transmissions specially adapted for rotary or oscillating-piston machines or 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
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/02—Methods of operating
    • 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
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/04—Charge admission or combustion-gas discharge
    • F02B53/08—Charging, e.g. by means of rotary-piston pump
    • 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 relates to a rotatively reciprocating vane internal combustion engine having few moving parts, high efficiency, and a low weight-to-power ratio.
  • the ratio between the volume of the chamber and the diameter of the vanes is constant. If the volume of the sphere chamber changes it automatically and proportionally changes the radius of the vanes. In a cylindrical chamber the volume of the chamber can be changed either by simply changing the length of the cylinder or by changing the radius of the cylinder. In each case there will be a different output even though the volume is the same.
  • a cylindrical engine, compared to a spherical engine is much easier to manufacture and seal, and to open and repair.
  • the Tan engine is big and bulky. There is no power-to-weight ratio advantage over the conventional engine. It would be difficult to manufacture and repair it. It would be difficult to balance it and it would only work as a diesel engine.
  • U.S. Pat. No. 1 346 805 issued to Barber discloses a rotatably reciprocating vane internal combustion engine comprising: a water-jacketed, double-walled cylindrical casing allowing for cooling fluid to pass through it; the casing equipped with longitudinally extending walls affixed to it; vanes affixed to a shaft rotatably alternating in back and forth fashion; the shaft mounted upon double-walled end plates; four working chambers inside the casing, each chamber experiencing an intake, a
  • the Barber engine is a four stroke engine only. Barber fails to disclose ports for intake of combustible fluid and lubricating oil, seal strips and external valving means with an appropriate cam shaft.
  • the present invention provides essentially only one moving element, its rotatably reciprocating vane piston. Because of pressure balancing on opposite sides of the vane members they may be constructed of lightweight material and the need for heavy bearing and counter-balancing means are virtually eliminated.
  • the invention is capable of running on multiple types of conventionally available fuel and may conceivably be operated on multiple chambers or only two chambers two stroke cycles, one chamber two stroke cycles, or diesel cycles.
  • the invention can also be designed and build as a pump or a compressor.
  • the multiple cylinder alternating vane rotary engine comprises a simple rotary vanes assemblage mounted within a plurality of cylindrical housings having fixed abutment walls and moving vanes and means for the intake and exhaust of combustible mixture. Between the vanes and the walls multiple chambers are formed, which change their volume. The chambers communicate between themselves via conduits, which carry fuel mixture from one chamber to another. Primary engine valving is accomplished by simple ports or apertures in the cylindrical housing and, or the end plates, also called heads, for the housing and by the reciprocating motion of the vane assemblage which opens and closes the apertures at the appropriate moment.
  • the bi-directional rotation of the output shaft, upon which the vanes are mounted may be made uni-directional by a well- known external gearing system.
  • the primary object of the present invention is to provide a rotary internal combustion engine, which quickly, efficiently and economically converts thermal energy into usable kinetic energy.
  • a further object of the present invention is to provide a power plant with essentially one moving element with concomitant savings in materials, weight, labor and manufacturing costs.
  • a further object of the present invention is to provide a rotary engine with operating vanes wherein the forces on opposite sides of the vanes are
  • FIG. 1 is a frontal cutaway sectional view across the second cylinder of the instant alternating vane engine incorporating an essential swinging piston power output shaft, vanes and walls forming multiple chamber rooms inside a cylinder;
  • FIG. 2 schematically shows a cutaway cross section, side view of the engine taken along the vertical line passing through the axis of the swinging piston shaft of FIG. 1 ;
  • FIG. 2a is a perspective view of FIG. 2;
  • FIG. 3 shows a front view of an adjustable crankshaft assembly converting the alternating bi-directional rotary motion of the swinging piston output shaft 6 into a continuous unidirectional rotary motion of the main shaft 22;
  • FIG. 4 shows the relation of the length of the radius R.sub.1 or R.sub.2 formed between the center of the main shaft 22 (FIG. 3) and the lower end attachment of the crank pin 20;
  • FIG. 5 shows the engine with wall 2 thicker than corresponding wall 3 and an oil container for lubrication connected to the bottom of cylinders I and II;
  • FIG. 6 is the same as FIG. 5 but the vanes 7 and 8 have moved to the right and are now reversing directions again;
  • FIG. 7 shows schematically the engine with vane 7 thicker than vane 8
  • FIG. 8 shows schematically the engine with vane 7 and wall 2 thicker than the corresponding vane 8 and wall 3;
  • FIGS. 9, 9a and 9b show schematically the engine with the vanes 7 and 8 moving in opposite directions of each other;
  • FIG. 10 shows a gearing mechanism G on shaft 6 in the middle between the two cylinders, which enables the two vanes to move in the opposite direction when oscillating;
  • FIG. 10a is an enlargement of the gearing mechanism G of FIG. 10;
  • FIG. 10b is a front view of the gearing mechanism of FIG. 10a taken along the axis A-A;
  • FIG. 11 shows a different arrangement of the embodiment of FIGS. 9, 9a & 9b, where on each cylinder one crankshaft assembly is attached, each vane having a hollow shaft independent of the other;
  • FIG. 11a shows the power output shaft 6 divided in the middle and the two inside ends between the two cylinders overlapping each other and turning in opposite directions;
  • FIG. 11 b is a perspective view of the engine of FIG. 11 ;
  • FIG. 12 shows an embodiment in which cylinder II is bigger in diameter then cylinder I;
  • FIG. 13 shows an embodiment in which cylinder II is of the same diameter as cylinder I but it is longer in length
  • FIGS. 14a and15a show a top view of FIGS. 14, 15;
  • FIG. 16 is a perspective view of FIG. 14;
  • FIGS. 17, 17a and 17b schematically show an embodiment of the engine where each cylinder has one working chamber and one charging chamber.
  • the two cylinders have one spark plug each, 16 & 17;
  • FIGS. 18 and 18a show an assembly of two engines parallel to each other, with crankshafts and pistons turning in opposite directions in order to eliminate the vibrations.
  • a chain is attached to the main shaft of each engine synchronizing their motion.
  • FIG. 1 a double-walled, water-jacketed, longitudinally extending cylindrical casing of cylinder II is shown, in section A-A (FIG. 2).
  • A-A a double-walled, water-jacketed, longitudinally extending cylindrical casing of cylinder II is shown, in section A-A (FIG. 2).
  • FIG. 2 In front of this casing, to the right, on the same shaft there is another, identical casing 1 , referred as to the first casing.
  • the first casing 1 is marked as cylinder I and the second casing 1a as cylinder II (FIG. 2).
  • the casings may be conveniently made of aluminum, steel or other commonly used materials.
  • the casings are equipped at 2 and 3 (FIGS. 1&5) with longitudinally extending walls, which can be unitary with, or affixed to the casings 1 and 1a.
  • Wall 2 is attached to cylinder I and wall 3 to cylinder II.
  • a rotary shaft 6 is suitably rotatably mounted within the casings upon end plates 10 and 1 . (FIG. 2) for the casings.
  • the shaft is supported in the casings by commonly known bearing means 4 and 5 for mounting a rotary shaft in a motor, pump, or compressor.
  • the shaft may be partially hollow to allow the flow of cooling fluids inside it.
  • end plates 10 & 11 may be also double-walled to allow coolant to flow freely from the water pump 25 through all the cavities of the cylinders, the end plates and the shaft in a closed circuit 26.
  • FIG. 3 shows a front view of an alternating connecting rod assembly
  • the break at 27 in the rod 20 allows for extending and adjusting the length of the rod according to the desired compression point inside the working chambers thus regulating the length of the stroke without the need of replacing the rod.
  • the lower part of said rod is rotatably attached to the flywheel 21 via a slot on that flywheel and is affixed to it with a fastening member comprising a bolt and a nut.
  • the slot allows for adjusting the length of the crank pin 20;
  • crank pin 19 At 20 the lower end attachment of the crank pin is shown which is attached with its upper end to the crank pin 19 and with its lower end to the flywheel 21.
  • the flywheel 21 is mounted on the main shaft 22, which then turns in only one direction.
  • FIG. 4 shows schematically the relation of the length of the radius R.sub.1 or R.sub.2 formed between the center of the main shaft 22 (FIG. 3) and the lower end attachment of the crank pin 20 (FIG. 3) to the changing volume of the four chambers al, bl and all, bll formed by the swinging pistons inside the cylinders of the engine, in operation.
  • a shorter crank pin creates a longer radius and causes the swinging pistons to increase their rotational angle allowing for a longer stroke thus instantly creating a higher compression inside the working chambers;
  • the invention is shown schematically as a double-cylinder engine.
  • the first cylinder marked as cylinder I which is shown to the right is actually in front of the second cylinder shown as cylinder II to the left.
  • Both cylinders are on the same axle and share the same shaft. Shown in this way we can see at the same time what is happening in the second cylinder, behind the first one, when the shaft 6 is turning.
  • vanes 7, for cylinder I, and 8, for cylinder II Fixedly attached to, or unitary with the shaft 6 are rotating vanes 7, for cylinder I, and 8, for cylinder II. Suitable seals 9 and 12 are provided between the walls 2 and 3 and the shaft 6 and between the vanes 7 and 8 and the casings
  • vanes and the walls are of the same size except that the wall 2 is thicker then the corresponding wall 3 (FIGS. 5&6).
  • This allows for the compression of combustible fuel mixture to occur in cylinder II since when both vanes alternate back and forth at the same time, smaller chambers are formed in cylinder I.
  • the casings are also equipped with plurality of ports 14a, 14b and 15al, 15bl for cylinder I and 18, 15all and 15bll for cylinder II (FIG. 5) which communicate between interior chambers al, bl, and all , bll formed, as shown, between the vanes 7 or 8 and the casings walls 2 or 3.
  • These ports allow the intake (14a & 14b) of combustible fluids and lubricants, transfer of said fluids from cylinder I to cylinder II (via openings 15al & 15bl and conduits 15a & 15b). Said fluids enter cylinder II via openings 15all and 15bll.
  • the exhaust thereof is enabled via port 18 from the said working chambers all and bll of cylinder II.
  • Port 18 is shared by both chambers all & bll. Port 18 may also be equipped with one-way valve which opens only when the pressure inside the chambers is high enough.
  • the intake ports 14a and 14b of cylinder I are each equipped with a one-way valve, which allows the flow of fluids only one-way into the chambers of cylinder II from cylinder I.
  • FIG. 2 also shows the side view of a connecting, alternating rod assembly converting the oscillating bi-directional rotary motion of the swinging pistons 7 & 8 and the output shaft 6 into a continuous unidirectional rotary motion of the main shaft 22.
  • the lower end attachment of the crank pin is shown which is attached with its upper side to the crank pin 19 and with its lower side to the flywheel 21.
  • the flywheel 21 is mounted on the main shaft 22, which turns in only one direction.
  • a compressor, a carburetor or an injection means delivers fuel mixture into the engine.
  • the intake ports 14a & 14b (Fig. 5) may be replaced by injection means.
  • a box is shown, containing the electrical and electronic systems of the engine. 25 is a water pump.
  • ignition means for cylinder II preferably comprising spark plugs, shown schematically at 16, 17.
  • spark plugs shown schematically at 16, 17.
  • the precise details of the ignition means, the valving means and the seals are not, in themselves subject of the present invention and various types of such known components could be used provided that the operative characteristics, in combination, are set forth. For example, Wankel type seals could be utilized.
  • FIG. 5 The particular mode of operation of the invention will be now described as we turn our attention to FIG. 5.
  • the vanes 7 and 8 which are both connected to said shaft, rotate simultaneously clockwise and counterclockwise. In so moving the vanes continuously change the volume of the chambers al & bl and all & bll respectively.
  • the vane 7 or the wall 2 or both of them are thicker then the corresponding vane 8 or wall 3 of cylinder II. This makes chambers al and bl smaller then the corresponding chambers all and bll.
  • vanes 7 & 8 are moving in counterclockwise direction and air-fuel mixture and lubricant are being drawn in through port 14a to the expanding chamber al of cylinder I after the vane 7 moves past this port creating a vacuum inside said chamber.
  • chamber all of cylinder II is expanding too as vane 8 moves counterclockwise simultaneously with vane 7.
  • Ports 14a and 14b are connected to one-way valves and said ports only work as intake ports. The one-way valves open to allow the intake of fuel mixture when there is low pressure in a particular chamber. They close when there is high pressure in the same chamber.
  • vane 7 compresses the previously drawn in fuel mixture in chamber al against the wall 2 and moves it via the opening 15al and conduit 15a into chamber all of cylinder II. Said fuel mixture is being
  • FIGS. 5 & 6 also shows a lubrication mechanism located on the bottom of the engine.
  • a reservoir of oil 30 is connected via conduit 29 and openings 28I and 28II to the bottom of cylinders I and II. Oil moves from said reservoir 30 into the engine's chambers and when the vanes 7 & 8 oscillate they enter the oil that is collected on the bottom of said chambers and spread it around on the inside surface of the cylinders thus lubricating the interior of the engine's casings.
  • both walls may be of the same size but the first vane 7 may be thicker than the second vane 8.
  • the vane 7 and the wall 2 of cylinder I may be bigger in size compared to the vane 8 and the wall 3 of cylinder II.
  • cavities are created on both sides of the vane or on the wall of cylinder II in order to enlarge the volume of appropriate chambers of said cylinder.
  • FIGS. 9a, 9b & 9c show an embodiment of the engine in which vanes 7 and 8 move in the opposite direction. In Fig. 9a vane 7 moves clockwise while vane 8 moves counterclockwise. In FIG.
  • both vanes are in down position, in the middle of their motion when they cross each other.
  • both vanes have reached the upper point where the maximum compression occurs and are reversing their direction after a spark from the igniter 17 causes an explosion in chamber bll.
  • the present invention utilizes a gearing mechanism, which enables the two vanes to move in the opposite direction when oscillating.
  • the gearing mechanism consists of a gearbox G for a simultaneous reverse motion as schematically shown in the enlargement in FIG. 10a.
  • FIG. 10b shows schematically a cutaway cross section front view of the gearbox taken along the vertical line A-A passing through the axis 6 on FIG. 10a.
  • a gearwheel G3 is firmly attached around the axle 6 and rotatably touching gearwheel G1.
  • gearwheel G1 is turning in the opposite direction.
  • gearwheel G2 turns gearwheel G2 in the opposite direction, again clockwise, via gearwheel G5 affixed to the same axle as G1.
  • gearwheel G2 turns the hollow axle 6II of cylinder II in the opposite, counterclockwise direction via gearwheel G4 fixedly attached to said axle.
  • the hollow axle 6II is independent of axle 6 and is attached to vane 8, which now always moves in a direction opposite to vane 7.
  • crankshaft assemblies on both sides of the engine are attached.
  • Axle 6 is independent of the motion of the vanes and each vane consists of a hollow shaft inside which said axle 6 goes through.
  • Each hollow shaft 6I and 6II is directly attached to each crankshaft.
  • the two crankshafts may be mounted one on each end of the engine, as depicted in FIG. 11 or, just one crankshaft may be located in the middle, between the two cylinders with a split set of crank pins for each vane and with each vane having a hollow shaft independent of the other.
  • the output shaft 6 is divided in the middle and the two inside ends between the two cylinders overlap each other.
  • Each end is rotatably connected to the other via gearwheels of the same size, which enable each shaft and thus each vane to turn in the opposite direction.
  • FIG. 11 b is a perspective view of the engine of FIG. 11 ;
  • FIG. 12 an embodiment is shown in which cylinder II is bigger in diameter then cylinder I. This again, just like the cavities, creates bigger chambers in cylinder II and allows the fuel mixture to move easily from cylinder I into cylinder II where it is compressed and ignited.
  • FIG. 13 an embodiment is shown in which cylinder II is of the same diameter as cylinder I but it is longer in length. This creates larger chambers in cylinder II and allows the fuel mixture to move easily from cylinder I into cylinder II where it is compressed and ignited.
  • FIGS. 14 and 15 schematically show a front view of two cylinders I and II where said cylinders are arranged and connected parallel next to each other as opposed to the previous embodiments where they are arranged sequentially, in a row on the same shaft.
  • each cylinder has its own shaft 6I and 6II, each shaft independent of the other.
  • each set of crank pins is attached to the common main shaft 22 with the flywheel 21 , which turns in one direction only.
  • FIGS. 14a and 15a show a top view of the embodiments shown in FIGS. 14 and 15.
  • axle 22b with gearwheels 21b & 21c is movably connected to gearwheels on the flywheels 21 & 21a. Said axle synchronizes the motion of the two crankshafts and the two vanes 7 & 8 as they turn in the opposite direction.
  • FIG. 16 is a perspective view of FIG. 14.
  • FIG. 17 schematically shows an embodiment of the engine with one working chamber, bl & all and one charging chamber, al & bll for each cylinder. There is one intake port and one exhaust port for each cylinder. The two cylinders have one spark plug each, 16 & 17.
  • the two working or ignition chambers are larger in volume than the charging chambers enabling the fuel mixture to move from the charging chambers into the working chambers. To achieve this, there is one cavity 2I and 3II on each wall, facing the working chamber.
  • FIGS. 17a & 17b Another way of expanding the working chambers is shown in FIGS. 17a & 17b.
  • the two walls 2 & 3 of the two cylinders are of the same size and may have no cavities but are tilted proportionally to the left and to the right from the vertical axis passing through the axle 6 of FIG.17.
  • This allows for a predetermined enlargement of the working chambers along with a shrinking of the charging chambers when the shaft 6 is swinging together with the pistons 7 & 8.
  • the angle alpha formed between the two vertical axis of each cylinder controls the compression step of the swinging vanes and allows for a predetermined, or subsequently anytime adjustable, level of the compression stroke. The wider said angle is, the smaller the compression step of the swinging pistons is because the working chambers become larger.
  • the charging chambers are of the same size and may have no cavities but are tilted proportionally to the left and to the right from the vertical axis passing through the axle 6 of FIG.17.
  • 10 cylinders may be directly attached to one charging cylinder or two or more
  • 11 chrging cylinders may be attached to one working cylinder.
  • FIGS. 18 and 18a show an assembly of two engines, each with a double- cylinder on one axle, one on the left and one on the right side, connected parallel to each other .
  • one cylinder is charging and the other is working.
  • the crankshafts and the pistons of each engine are turning and simultaneously alternating back and forth in opposite directions in order to eliminate vibrations.
  • a chain 22ch is attached to the main shaft of each engine synchronizing their motions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Supercharger (AREA)

Abstract

L'invention porte sur une machine rotative alternative multicylindrique. Elle permet de réaliser un moteur à combustion interne à essence ou diesel à haut rendement, à faible rapport poids/puissance et à haute compression réglable, qui est constitué par une multitude de logements cylindriques parallèles entre eux ou alignés en une série sur un même axe. Chaque logement présente une palette s'étendant radialement fixée à un arbre qui est monté rotatif dans le carter sur deux plaques terminales, et une paroi s'étendant longitudinalement fixée sur le côté intérieur du carter. Le carter et/ou les plaques terminales présentent une pluralité d'orifices et de conduits qui permettent la communication entre la chambre intérieure des cylindres, en permettant l'admission d'un mélange air de combustion-carburant et l'échappement ultérieur. Des moyens d'allumage font éclater une étincelle à la fin de chaque cycle de travail. Un ensemble bielle extensible et réglable convertit le mouvement de rotation bidirectionnel oscillant de l'arbre de sortie en un mouvement unidirectionnel continu de l'arbre principal. Un mécanisme de lubrification automatique est incorporé dans le moteur.
PCT/US2011/000995 2011-06-02 2011-06-02 Machine rotative alternative multicylindrique WO2012166080A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201180071125.8A CN103732882B (zh) 2011-06-02 2011-06-02 旋转引擎泵或压缩器
PCT/US2011/000995 WO2012166080A1 (fr) 2011-06-02 2011-06-02 Machine rotative alternative multicylindrique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2011/000995 WO2012166080A1 (fr) 2011-06-02 2011-06-02 Machine rotative alternative multicylindrique

Publications (1)

Publication Number Publication Date
WO2012166080A1 true WO2012166080A1 (fr) 2012-12-06

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PCT/US2011/000995 WO2012166080A1 (fr) 2011-06-02 2011-06-02 Machine rotative alternative multicylindrique

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109958620A (zh) * 2017-12-25 2019-07-02 谌利铭 一种新型往复回转式活塞压缩机

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0219837U (fr) * 1988-07-21 1990-02-09
EP2112350A1 (fr) * 2003-06-20 2009-10-28 Scuderi Group LLC Moteur a quatre temps split-cycle
US7931006B1 (en) * 2005-07-08 2011-04-26 Kamen George Kamenov Valveless rotary internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2367676A (en) * 1943-07-27 1945-01-23 James E Griffith Rotary internal-combustion engine
US2816527A (en) * 1953-10-28 1957-12-17 Palazzo Quirino Rotary four-stroke engine
JPS50102711A (fr) * 1974-01-25 1975-08-14
US3989012A (en) * 1975-03-03 1976-11-02 William J. Casey Three-rotor engine
US4444164A (en) * 1980-06-18 1984-04-24 Tseng Ching Ho Internal combustion rotary power plant system
US4572121A (en) * 1982-09-29 1986-02-25 Instituto Venezolano De Investigaciones Cientificas (I.V.I.C.) Rotary vane type I.C. engine with built-in scavenging air blower

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0219837U (fr) * 1988-07-21 1990-02-09
EP2112350A1 (fr) * 2003-06-20 2009-10-28 Scuderi Group LLC Moteur a quatre temps split-cycle
US7931006B1 (en) * 2005-07-08 2011-04-26 Kamen George Kamenov Valveless rotary internal combustion engine

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CN103732882A (zh) 2014-04-16
CN103732882B (zh) 2016-05-25

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