WO2013070242A1 - Moteur électrique de rotation de roue générale - Google Patents

Moteur électrique de rotation de roue générale Download PDF

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Publication number
WO2013070242A1
WO2013070242A1 PCT/US2011/060406 US2011060406W WO2013070242A1 WO 2013070242 A1 WO2013070242 A1 WO 2013070242A1 US 2011060406 W US2011060406 W US 2011060406W WO 2013070242 A1 WO2013070242 A1 WO 2013070242A1
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WO
WIPO (PCT)
Prior art keywords
pressure
crank
rim
power
rotational force
Prior art date
Application number
PCT/US2011/060406
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English (en)
Inventor
Gene WATTS
Original Assignee
Watts Gene
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 Watts Gene filed Critical Watts Gene
Priority to PCT/US2011/060406 priority Critical patent/WO2013070242A1/fr
Publication of WO2013070242A1 publication Critical patent/WO2013070242A1/fr

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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
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-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
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/02—Pistons
    • 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
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/08—Outer members for co-operation with rotary pistons; Casings
    • 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
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/14—Shapes or constructions of combustion chambers
    • 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
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • 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 motors, and in particular to systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational force.
  • Motors with cylinder-piston-rod-crank are the popular method of converting pressure into rotational forces. These motors have essentially reached a maximum efficiency in the original internal combustion, four stroke configuration.
  • Two stroke engines are more pollutive and less efficient and require high rpm/ fuel use to produce effective torque.
  • the only method that these engines have of increasing rotational force is the introduction of additional fuel/air into the cylinders and increasing the rpm per distance traveled through transmissions, i e, more fuel use.
  • the extra gear apparatus was costly to manufacture and added weight to engine and required extra maintenance.
  • the Moore patent was cited in both U.S. Patent 7,185,557 to Venettozzi; and U.S. Patent 6,971,342 to Grabbe.
  • the Venettozzi patent described altering the crank throw to an epitrochoidal effect
  • the Grabbe patent described changing the crank throw by bearing displacement mechanism.
  • a primary problem again is the large, heavy block and all force applied to small crankshaft.
  • U.S. Patent 4,276,951 to Smitley describes a vehicular energy storing system.
  • Smitley describes a basic ICE, with the inefficient, bulky, weighty and encumbrances of a cooling system and transmission, that uses a process of converting fuel (gasoline) into gaseous pressure and transmits the pressure into rotational force that is manipulated (increased by additional rpm, or reversed) by a separate transmission and then divided by a differential before reaching the drive wheel axles.
  • the rotational force begins inside a cylinder containing a piston and transmits this pressure to a rotatable crank.
  • This "power stroke” is the third transit of the cylinder length by the piston in the 4 cycles required in the standard ICE used in vehicles today.
  • the fourth cycle begins after the power stroke when the still burning fuel mixture is forced out of the cylinder by the reverse movement of the piston.
  • This pressure is estimated to be approximately 200psi (down from 1000psi+- at top dead center, TDC). This tremendous heat and pressure is required to give this process its peak efficiency in the ICE system, but is largely negated by the required strength and bulk of the containment members and elaborate cooling system.
  • the first cycle begins when the piston again reaches TDC as a valve opens and allows fresh air to be sucked into the cylinder by the downward movement of the piston.
  • the second cycle begins when the piston again reverses direction and begins the compression stroke, reaching 10: 1 ratio or more. Near TDC, an idle fuel volume is injected into this pressurized air and ignited, producing the power stroke.
  • the idle fuel volume is calculated to overcome the compression stroke and friction of the two crank revolutions.
  • the ICE remains running, using one idle fuel volume for each two crank revolutions per cylinder.
  • additional fuel is injected into the power stroke.
  • the ICE in the Smitley patent is limited to revolving in one direction only.
  • the torque generated by the crankshaft is not sufficient to propel the vehicle without a gear and clutch system which multiplies the crank rpm delivered to the drive wheels.
  • the ICE fuel to gaseous pressure process cannot tap and store vehicle inertia when braking to later aid in acceleration.
  • the Smitley patent attempts to solve this problem and increase efficiency by harnessing the drive shaft rpm and direct this rotational force via a heavy gear and clutch system to a large and heavier flywheel which will rotate until its inertia is tapped via the gear system to aid in the acceleration of the drive shaft rpm.
  • a primary objective of the present invention is to provide systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational forces, which eliminates the need for extreme pressures/temperatures.
  • a secondary objective of the present invention is to provide systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational forces, which reduces the need for elaborate cooling systems, bulky-heavy support members and associated structures.
  • a third objective of the present invention is to provide systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational forces, which increases efficiency and work output.
  • a fourth objective of the present invention is to provide systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational forces, which reduces production costs and lessen repair needs.
  • a fifth objective of the present invention is to provide systems, devices, apparatus and methods of using engines-motors that generate and/or use internal or external fluid pressure derived from fuel conversion for turning the pressure into rotational forces, which reduces prior art limitations associated with heat, vibration, pollution, noise and other application drawbacks.
  • the novel General Wheel Rotation Power Motor overcomes the prior art limitations due to unique elements and configuration systems, devices, apparatus and methods which eliminates the need for extreme pressure/temperature thereby reducing the need for elaborate cooling systems, bulky-heavy support members and associated structure, while increasing efficiency and work output.
  • the simplicity of the invention reduces production costs and lessens repair needs.
  • the adaptability of the elements to unique tasks/locations can also solve the prior art limitations associated with heat, vibration, pollution, noise and many other application drawbacks.
  • a preferred embodiment of the General Wheel Rotation Power Motor system can include: a. a Pressure Generating- Control (PGC) element that contains the firing chamber which easily adapts to most fluid fuels and the adjacent insulated pressure chamber containment- release apparatus, where complete combustion can occur, and a pressure regulator valve that releases regulated pressure into and is delivered to the cylinder head via an insulated pressure manifold device.
  • PPC Pressure Generating- Control
  • PCU Pressure Conversion Unit
  • the cylinder can have oscillating component in order to stay longitudinally aligned with the crank movement.
  • the piston, located within the cylinder can have double acting member with pressure surfaces in both faces. 3.
  • the piston rod can be rigidly attached to the center of one piston face and extends beyond the end of the cylinder where it passes through bearings component attached to the cylinder and then connects to a rotatable crank. 4.
  • the crank component is located within and protrudes from one surface of a disc which can be used to move the crank along the length of the disc radius. This is referred to as the Power Wheel (PW).
  • the disc can have a grooved perimeter surface which can be used to transfer its rotational force to appropriate applications.
  • a Power Accumulator Rim/cylinder (PAR) is one appropriate application which can use a grooved rim/cylinder component to which the PW meshes and transfers the PW rotational force.
  • the rim can have a drive shaft component attached to its center of rotation to transport this rotational force where needed.
  • the rotational force applied to the rim can be multiplied by the length of the rim radius and this increased force is applied to the said drive shaft component.
  • This mechanical advantage has the effect of having a crank arm the length of the rim radius. This force multiplier allows for the reduction of pressure requirements and the resulting advantages mentioned above regarding the advantages of the GWRPM system.
  • An additional PCU element can be applied to the rim to increase rotational force applied to the rim depending on application rotational force requirements.
  • the use of the double acting piston member (having the effect of two power strokes for each power wheel, PW, rotation) can also significantly increase the rotational force of each PCU when needed.
  • the power wheel, PW, component to move the crank from PW center of rotation (referred to as “neutral”, with no piston travel) to the PW perimeter allows for fresh air pressurization during braking, utilizing appropriate valve manipulation means as the crank is moved from neutral by the PW crank control.
  • the crank can be moved away from the PW perimeter (referred to as “full throw") which shortens the piston travel.
  • pressure conservation efficiency would be increased with only slight torque reduction.
  • Fig. 1 shows an embodiment of a firing chamber, pressure containment and release element.
  • Fig. 2 shows an end view of reciprocating firing chamber walls of Fig. 1.
  • Fig. 3 shows an insulated pressure manifold surrounding cylinder bearing and pressure containment components.
  • Fig. 4 shows pressure conversion unit element basic parts that include an oscillating cylinder, double acting piston with fixed rod, rod bearing(s), crank within the power wheel and the power accumulator rim.
  • Fig. 5 shows an end view of the cylinder with pressure manifold jacket for both intake and exhaust.
  • Fig. 6 shows an embodiment of exhaust fresh air cylinder head connection with flapper valve.
  • Fig. 7 shows power crank wheel with one embodiment to change crank position along radius of said power wheel.
  • Fig. 8 shows another embodiment of a dual firing chamber with spark plugs, fuel injectors, pressure chamber, pressure regulator and pressure manifold.
  • Fig. 9 shows a side view of dual firing chambers and pressure chamber and pressure regulator within the manifold of Fig. 8.
  • Fig. 10 shows a manifold surrounding the cylinder and cylinder bearings and an exploded view of piston rod and power wheel internal gears.
  • Fig. 1 1 shows a partial cut-away view of the hub with cylinders of Fig. 10 with pistons, rods, power wheel and gears.
  • Fig. 12 shows an exploded view of a firing chamber of Figures 8 and 9, the cylinders and power wheels of Fig. 10.
  • Fig. 13 is another perspective view of firing chamber, cylinders and power wheels of Fig. 12 with a rim that is used to surround the hub for wheel mounting applications.
  • the pressure generating - control unit (PGC) element is shown in Figures 1, 8 and 9 which contains the firing chamber 40 and the left 50 and right 51 sections which are separated longitudinally by partition 43. Pressurized fresh air enters via inlet 41 and enters appropriate firing chamber section by fresh air flapper valve 42
  • igniters 54 in opposite section begin fuel combustion forcing offset 55 to open and allow expanding gasses into pressure chamber 49 thru this longitudinal trough creating a jet effect and assisting in wall 44 rotation.
  • the offset 55 additional deflection is reset to normal position by tab 82 when it reaches partition 43. Both rotating walls are equally exposed to pressure in pressure chamber 49. This pressure generating process is repeated as pressure requirements dictate.
  • the pressure regulator 47 releases desired pressure into insulated pressure manifold 48 whereby pressure is delivered to the cylinder heads 74(Fig. 4).
  • Fig. 2 shows an end view of reciprocating firing chamber walls of Fig. 1.
  • Fig 3 shows the insulated pressure manifold 48 as it surrounds the cylinder base and bearing 56 and the pressure containment seal means (similar to piston rings) as it continues on its way to the cylinder head.
  • Fig. 4 shows the pressure conversion unit (PCU) element in its simplest, basic configuration.
  • PCU pressure conversion unit
  • the rotational force of the drive shaft 64 can be doubled by the like application of a second pressure conversion unit PCU Fig 4 to the PAR. Rotational force requirements will dictate the number of such PCU Fig 4 applications and
  • the PAR can also receive Pocus inside its rim with appropriate grooved surfaces.
  • Fig. 5 shows an end view of cylinder 69(of Fig. 4) with insulated pressure manifold 48 surrounding cylinder bearing 56 where pressure passes into insulated pressure cylinder jacket 59 via pressure sealed 58 rotational attachment. Pressure then enters the cylinder 69 via cylinder head 61 valves.
  • Opposite end of the cylinder in Fig. 5 is same configuration except for the emergence of the rod 73 thru rod bearings 71 which appears in Fig. 4.
  • exhaust gas is expelled around exhaust valves in exhaust side of the cylinder head 61 into exhaust jacket 60 and exits 62 around cylinder bearing 56 thru rotational sealed 8 connection.
  • the exhaust outlet 62 can contain a fresh air inlet 81 and fresh air manifold (not shown) which can be connected to the exhaust side of both cylinder heads 61 utilizing a flapper valve 76 Fig 6 which would allow exhaust valves in each cylinder head to remain in the open position during said braking and only utilizing the flapper valve 76, 78 to control fresh air in and out of the cylinder.
  • the fresh air inlet 81 located in exhaust outlet 62 would be closed except when braking.
  • the power (crank) wheel shown in Fig. 7 reveals one embodiment located in center support member 90 for moving the crank pin 72 to any point along the said power wheel radius.
  • the power wheel rotates on its axle/bearing 67 and has a grooved perimeter 65 for transferring rotational force.
  • the support member 90 is fixed to the power wheel body 86 and is surrounded by a rotatable crank ring 88 with grooved 65 inner and outer surfaces.
  • the grooved outer surface 65 meshes with a control sleeve 84 that rotates with the rim 63 either inside or outside PAR depending on the location of power wheel 66.
  • Said control sieve 84 is capable of rotation independent of the rim 63 and this rotation causes the crank ring 88 to rotate whereby its inside grooved surface 65 meshes with and causes positioner wheels 87 to rotate and move crank bar 92 and crank pin 72 and counter balance 91 via common grooved surfaces.
  • Fig. 8 shows an embodiment of a dual firing chamber with plugs, fuel injectors, pressure chamber, pressure regulator and pressure manifold.
  • Fig. 9 shows a side view of dual firing chambers and pressure chamber and pressure regulator within the manifold of Fig. 8.
  • Fig. 10 shows manifold surrounding the cylinder and cylinder bearings and an exploded view of piston rod and power wheel internal gears.
  • Fig. 1 1 shows a partial cutaway view of the hub with cylinders of Fig. 10 with pistons, rods, power wheel and gears.
  • Fig. 12 shows an exploded view of a firing chamber of Figures 8 and 9, the cylinders and power wheels of Fig. 10.
  • Fig. 13 is another perspective view of firing chamber, cylinders and power wheels of Fig. 12 with a rim that is used to surround the hub for wheel mounting applications.
  • Figures 8-13 are contoured views of Figures 1-7.
  • Figures 8 thru 13 depict each element into one embodiment of the GWRPM system which was referred to in previous Figures 1-7. Placing the elements inside the PAR required the reshaping of the contours of the Firing Chamber, Fig. 1, to fit into the center space, surrounded by the 3 oscillating cylinders.
  • Figures 8-13 use the same component label numbering as the previous figures.
  • torque produced by the GWRPM system is a product of mechanical advantage (radius of PAR) and full application of pressure throughout crank rotation with the piston rod and cylinder always aligned with direction of force
  • crank power wheel - crank
  • the unique variable crank reduces the volume of pressure used per power stroke when torque requirements are lessened (cruising) and is in "neutral" when the crank is in the center of the power wheel (no piston travel). This allows for fresh air pressurization during braking and coasting with no pressure consumed. Pressure and temperature containment methods are left to those skilled artisans as is the lubrication requirements.
  • Component 83 referred to in Figures 4, 12 and 13 refer to the component to move control sieve 84 which effects the positioning of the crank pin(s). This repositioning of 84 relative to rim 63 is dictated by the application necessities.
  • Component 83 can be an electric motor and screw drive, spring loaded to full crank or neutral or other innovative components best suited for the job task.
  • Supporting frame and suspension can be designed for safety rather than purely for support for the heavy ICE engine, transmission, cooling and braking systems.
  • the GWRPM system injects one idle fuel volume into one side of the combustion chamber containing fresh air at approximately 14.7 psi (gauge) that becomes
  • This volume equates to one cylinder volume in one embodiment containing 3 cylinders (6 cylinder in double action mode) and 7" crank discs inside a 21 " diameter rim.
  • This approximately 200 psi is 5 cylinder volumes at approximately 40 psi. Three of these volumes will rotate the rim once, a distance of approximately 7.59' with a 4" tire mounted on the rim with approximately 480 pounds of rotational force on the rim perimeter. A second such fuel injection in the other side of the combustion chamber produces another approximately 200 psi into the remaining approximately 80 psi in the pressure chamber (pc) resulting in 7 cylinder volumes at approximately 40 psi or two additional wheel revolutions for a total distance traveled (tdt) of approximately 22.79' on two idle fuel volumes (ifv).
  • the 3rd ifv gives approximately 30.36' tdt
  • 4th ifv gives approximately 45.54' tdt
  • 5th ifv gives approximately 60.72' tdt
  • 6th ifv gives approximately 68.3 ⁇ tdt
  • 7th ifv gives approximately 83.49' tdt
  • 8th ifv gives approximately 98.67' tdt
  • 9th ifv gives
  • the fuel to rotational force process used in the GWRPM system achieves substantially greater work output in a very simple, light, more powerful and efficient machine than the ICE and its add ons.
  • the GWRPM system greatly exceeds the results achieved by the Smitley invention by a new process to convert fuel into gaseous pressure and that pressure directly into variable, reversible rotational force in the drive wheel or into a differential powering 2 axle shafts.
  • This process utilizes an external combustion and pressure storage unit with regulated pressure release valve into a unique combination of elements, which provide mechanical advantage to allow the use of relative low pressure to produce greater rotational force thereby reducing the bulk, weight and eliminating the need for elaborate cooling and transmission systems.
  • the General Wheel Rotation Power Motor (GWRPM) is readily adaptable to most rotational force/torque needs due to its simplicity of design, parts used, and also the ease of configuration, size modification.
  • the PGC element is adaptable to most fluid fuels by modifying the firing chamber means where necessary and the ease of replacing it to accommodate other fuel applications including steam.
  • the rotational force is totally controllable from power output to reversibility to neutral by the option of controlling psi applied to the piston, size of piston, crank position in the power wheel, use of double acting piston feature, addition of other PCU elements to the PAR element whereby this rotational force is multiplied by the length of the PAW radius.
  • PCU elements can be located inside PAR and used as an independent drive wheel with appropriate tire mounted thereon.
  • Imagination is the only limitation to the uses of the GWRPM since we have not been accustomed to thinking of a power source without massive bulk, weight, cooling system, noise and pollution, commonly associated with the internal combustion engine (ICE).
  • ICE internal combustion engine
  • the ICE, transmission, differential and support system contributes over a third of the weight of our current passenger vehicles. With this weight and bulk removed by the use of the GWRPM system, the lighter vehicle could be made more safe and more customizable, opening the door for numerous small businesses in every community.
  • the subject invention can be used with pressurized air as a power source using the same components.
  • the source can include but is not limited to a pressurized air cylinder injected directly into the firing chamber eliminating the need for fuel.
  • the problem with current small cars such as the Nano tm, is low power.
  • the subject invention can create a high power source for small/compact cars, and the like.
  • a uniqueness of this invention comes from where the rotational force is applied (the rim) and the variable crank.
  • the radius of the rim is a multiplier of the force at the axle and the neutral of the variable crank enables a transmission like operation.
  • the power source has been only burning fuel but the system seems to be made for a pressurized air propellant in combination with electric arc heating of the pressurized air which would greatly increase the pressure and enable great economy of the stored air source.
  • the electricity could be generated at the rim and hub in standard fashion and stored in batteries. With permanent magnets in the rim and electromagnets in the hub periphery electricity could be generated as needed as well as at braking.
  • the drum radius would allow for a large area of excitability.
  • Hub diameter and depth with matching rim can provide a platform for a full spectrum of rotational force producing sources.
  • Gasoline was the first source envisioned and accommodated into the design.
  • the second source is pressurized air with no fuel usage. Explosive pressure increase of this gas can be realized with an electric arc in the firing chamber. This will greatly increase the economy of the stored gas.
  • the third source of rotational power can be the generator/motor imbedded in the hub periphery and inner rim.
  • the invention can use high pressure air storage as a power source and electrical power generation and use as a heat and power source, unique to the large diameter hub and rim.
  • the G WRPM (GeneraI Wheel Rotation Power Motor) will remove the energy consuming "middlemen” (transmission) that increases rpm to achieve torque
  • the hub diameter and depth with matching rim provides a platform for a full spectrum of rotational force producing sources.
  • Gasoline was the first source envisioned and accommodated into the invention.
  • the second source can be pressurized air with less fuel use.
  • Explosive pressure increase of this released and expanding sub-freezing air can be achieved by introducing an electric arc into this gas in the firing chamber.
  • a third source of rotational power can be a generator/motor, with permanent magnets imbedded in the rim and electromagnets in the hub periphery where the diameter of the hub will multiply and force produced.

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

Abstract

L'invention concerne des systèmes de moteur électrique de rotation de roue générale (GWRPM), un appareil, des dispositifs et des procédés d'utilisation d'un élément de génération, de stockage et de commande de pression ; une unité de conversion de pression en force de rotation ayant une capacité de marche arrière et de point mort et des éléments pour transférer ladite force de rotation à un accumulateur/multiplicateur d'énergie, ce par quoi une force de rotation utile peut être appliquée à des applications variées. Une pression peut être générée à partir d'un moteur à combustion interne (ICE), d'une source d'air mis sous pression et analogue.
PCT/US2011/060406 2011-11-11 2011-11-11 Moteur électrique de rotation de roue générale WO2013070242A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2011/060406 WO2013070242A1 (fr) 2011-11-11 2011-11-11 Moteur électrique de rotation de roue générale

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2011/060406 WO2013070242A1 (fr) 2011-11-11 2011-11-11 Moteur électrique de rotation de roue générale

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WO2013070242A1 true WO2013070242A1 (fr) 2013-05-16

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1038970A (en) * 1911-10-09 1912-09-17 John T Rydberg Engine construction.
US4836149A (en) * 1988-04-07 1989-06-06 Future Power Inc. Rotating cylinder block piston-cylinder engine
US6094915A (en) * 1995-03-06 2000-08-01 Negre; Guy Method and devices for eliminating the pollution of cyclic internal combustion engines with an independent combustion chamber
WO2001011195A1 (fr) * 1999-08-04 2001-02-15 Millennium Engineering S.R.L. Moteur a combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1038970A (en) * 1911-10-09 1912-09-17 John T Rydberg Engine construction.
US4836149A (en) * 1988-04-07 1989-06-06 Future Power Inc. Rotating cylinder block piston-cylinder engine
US6094915A (en) * 1995-03-06 2000-08-01 Negre; Guy Method and devices for eliminating the pollution of cyclic internal combustion engines with an independent combustion chamber
WO2001011195A1 (fr) * 1999-08-04 2001-02-15 Millennium Engineering S.R.L. Moteur a combustion interne

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