WO2015001157A1 - Motor de combustión interna - Google Patents
Motor de combustión interna Download PDFInfo
- Publication number
- WO2015001157A1 WO2015001157A1 PCT/ES2014/070535 ES2014070535W WO2015001157A1 WO 2015001157 A1 WO2015001157 A1 WO 2015001157A1 ES 2014070535 W ES2014070535 W ES 2014070535W WO 2015001157 A1 WO2015001157 A1 WO 2015001157A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- piston
- auxiliary piston
- engine
- internal combustion
- cylinder
- Prior art date
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
- F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/12—Transmitting gear between valve drive and valve
- F01L1/18—Rocking arms or levers
- F01L1/181—Centre pivot rocking arms
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/30—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of positively opened and closed valves, i.e. desmodromic valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L5/00—Slide valve-gear or valve-arrangements
- F01L5/04—Slide valve-gear or valve-arrangements with cylindrical, sleeve, or part-annularly shaped valves
- F01L5/045—Piston-type or cylinder-type valves arranged above the piston and coaxial with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke 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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
-
- 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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
- F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/08—Shape of cams
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2305/00—Valve arrangements comprising rollers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/02—Formulas
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- 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 is related to an internal combustion engine, of spontaneous or induced ignition, with a two-stroke cycle and provided with a volumetric pump to assist in the emptying and filling of the cylinder; where the volumetric pump is constituted by an auxiliary piston of alternative movement placed in opposition to the engine piston, sharing the same cylinder.
- Patents US 779116, US 1616064, US 4206727 and WO 2009/135274 A3 describe such systems, consisting essentially of:
- a piston engine / connecting rod / crankshaft assembly which conventionally uses the mechanical energy produced during combustion and expansion of the fresh air-fuel mixture.
- a cylinder in which the engine piston travels, this cylinder being provided with a side exhaust port, the opening of which occurs when the engine piston exposes it at the end of its expansion stroke.
- a cylinder head that closes the cylinder in its upper part, which is provided with intake ports with non-return valves.
- An auxiliary piston placed in the same cylinder, between the cylinder head and the engine piston and in opposition to it, this auxiliary piston being provided with transfer ports with respective non-return valves.
- a combustion chamber between the lower face of the auxiliary piston, the upper face of the engine piston and the cylinder.
- An intake chamber between the inner face of the cylinder head, the upper face of the auxiliary piston and the cylinder.
- the auxiliary piston is operated on the side of the cylinder head in synchronization with the engine piston, remaining motionless in its highest position against the cylinder head during the essential part of the expansion stroke of the engine piston and performing a full swinging stroke during the rest of each functional cycle of the engine, while the engine piston discovers the exhaust port at the end of the expansion stroke, until it performs the compression stroke.
- the crankshaft performs a complete (360 °) turn.
- the auxiliary piston simultaneously sweeps the residual gases from the combustion chamber to the exhaust, and the admission of the fresh air-fuel mixture into the intake chamber, preventing that there is a mixture between them.
- the air-fuel mixture progressively passes from the intake chamber to the combustion chamber through the open transfer ports when the valves of the same are opened.
- the intake chamber is at a minimum volume, the fresh air-fuel mixture being transferred to the combustion chamber; and the engine piston approaches its upper dead center, ready to start the combustion phase.
- the present invention proposes a two-stroke internal combustion engine of the type indicated above, with constructive solutions that meet the objectives of:
- auxiliary piston Optimize the mechanisms of action of the auxiliary piston and its components, for a total control of the times of admission, escape and transfer, also allowing the operation at high revolutions.
- the objective of locating a spark plug and / or a fuel injector in the cylinder head is achieved by means of a particular mechanism for transferring the load through the auxiliary piston.
- the transfer of the load from the intake chamber to the combustion chamber is carried out by ports in the auxiliary piston, whose opening and closing are operated by a conventional valve, similar to those used in the intake and exhaust of four-stroke engines.
- This type of valve remains in a closed position (upwards) against its seat, by the force of a spring, and is opened with a downward movement, either passively by pressure difference between the upper face and the lower face, overcoming the force of retention of the spring, or by mechanical action of a cam.
- Such a valve cannot remain in the open position during combustion, which makes it impossible to directly communicate between the cylinder head and the combustion chamber in the combustion phase, in engines of this type.
- the transfer valve is replaced by a piston (hereinafter referred to as a secondary piston) tightly fitted in a cylindrical housing located inside the auxiliary piston, where it can perform a reciprocating motion. relative to said auxiliary piston, in such a way that in its downward movement that secondary piston occludes transfer ports located in the side wall of the housing in the auxiliary piston, and in its upward stroke it discovers said ports, allowing load transfer of fresh air-fuel mixture between the intake chamber and the combustion chamber.
- a piston hereinafter referred to as a secondary piston
- the movement of the secondary piston is, therefore, inverse to that of a conventional valve, since being in a retracted position when opening the transfer ports, said secondary piston does not break into the combustion chamber and, therefore, can remain in this position during the combustion phase, making it possible to place a spark plug, a fuel injector, and / or a preheating spark plug, in the cylinder head just in front of one of the transfer ports, that is to say in a position centered on of the combustion chamber and communicating with it.
- the tightness between intake and combustion chambers in the position of closed transfer ports is not achieved by contact on a seat as in the case of a conventional valve, but by the adjustment of diameters between said piston secondary and its housing in the auxiliary piston, or providing the secondary piston with one or several sealing rings properly located.
- This new kinematics of actuation of the opening and closing of the transfer ports is associated with an intake chamber whose dead volume is geometrically equal to zero, that is to say that when the auxiliary piston is in its upper dead center, it is totally in contact with the cylinder head, without leaving any remaining cavity, so that:
- the entire fresh charge of the air-fuel mixture is transferred to the combustion chamber when the auxiliary piston reaches its top dead center.
- the intake ports which are located in the cylinder head, are provided with determined valves, each of them, by a flexible sheet, whose opening and closing are caused by the pressure difference between the manifold of admission and the admission chamber.
- Figures 1 show a section of an engine formed according to the invention, whose functional assembly has a motor piston, an auxiliary piston and a secondary piston.
- Figures 2A, 2B, 2C and 2D show the successive positions of the engine in the different phases of a functional cycle thereof.
- Figure 2E is an enlarged detail of the upper part of Figure 2C.
- Figure 3 shows a section of the engine provided with a particular actuation mechanism of the auxiliary piston assembly and the secondary piston, which determines constant strokes of these.
- Figures 4A, 4B, 4C, 4D and 4E show the intake, sweep, expansion and compression volumes in an engine operating cycle, which determine asymmetric intake, compression and expansion volumetric shifts.
- Figure 5 shows a section of the engine provided with an actuation mechanism of the auxiliary piston and the secondary piston, which determines variable strokes thereof.
- Figure 5A is an enlarged top view of a longitudinal section of the tilting assembly of the previous figure.
- Figures 6A, 6B and 6C show the motor of Figure 5 in different operating positions.
- Figure 7 is a sectional detail of the upper part of an engine according to the invention, with a spark plug and a fuel injector arranged in the cylinder head of the engine.
- the object of the invention relates to a two-stroke internal combustion engine, formed, as seen in Figure 1, by a cylinder (1) provided with a port of Exhaust (2) and closed superiorly by a cylinder head (3), going in the lower part of said cylinder (1) a crankshaft (4), to which is attached, by means of a connecting rod (5), a motor piston (6 ), while at the top, passing in sliding assembly through the cylinder head (3), an auxiliary piston (7) is arranged that separates an intake chamber (8) and a combustion chamber (9).
- the auxiliary piston (7) axially determines on the side of the combustion chamber a housing (10) that communicates with the intake chamber (8) through transfer ports (1 1), being included with tightness adjustment, by means of one or more sealing rings (12.1), in said housing (10), a secondary piston (12) that is capable of opening and closing the transfer ports (11) in a reciprocating motion between a position delayed upwards of support against a stop (13) and an advanced position down.
- a secondary piston (12) that is capable of opening and closing the transfer ports (11) in a reciprocating motion between a position delayed upwards of support against a stop (13) and an advanced position down.
- intake ports (14) which are provided with respective non-return leaf valves (15).
- FIG 3 shows a motor according to the invention, which operates as explained above, being provided with a particular mechanism for actuating the assembly formed by the auxiliary piston (7) and the secondary piston (12), which incorporate at its upper end , respectively, two connecting rods (16, 17), by means of which they are joined, respectively, to one end of two tilting arms (18, 19), whose centers of rotation (20, 21) are preferably coincident; said swingarm arms (18, 19), on the other end, with respective cam sets (22, 22.1) and (23, 23.1) of demodomic type with complementary profiles, which through said swingarms (18, 19 ) induce a vertical reciprocating movement of the auxiliary piston (7) and the secondary piston (12).
- Said cams (22, 22.1) and (23, 23.1) are driven by the crankshaft (4) by means of a transmission (not shown) of known type (chain, timing belt, gears) with a ratio of 1: 1.
- Demodromic cams are more suitable than a classic cam and spring system, due to the important travel of the auxiliary piston (7) and the consequent inertia that it generates at high revolutions. The following explains how, by adjusting the geometry of the auxiliary piston assembly (7) and the secondary piston (12), a compression ratio different from that of expansion.
- Figures 4A, 4B, 4C, 4D and 4E show the intake, sweep, expansion and compression volumes of the engine, where:
- V a C a x ⁇ (Di 2 -D 2 2 ) / 4
- C a auxiliary piston stroke.
- Di large diameter or main diameter of the auxiliary piston (7), which when set in the same cylinder (1) as the engine piston (6), is identical to the latter.
- Residual volume which represents the fraction of residual gases that is not swept by the auxiliary piston (7), since it has a maximum stroke generally lower than that of the engine piston (6) and, therefore, recycled in the following cycle :
- V R V e - V b
- V c V a + V R
- V c C e x ⁇ - C a x ⁇ (D 2 2 ) / 4 + V M
- the compression ratio (p c ) is less than the expansion ratio (p e ), since the compression volume (V c ) is less than the expansion volume (V e ) by an amount C to x ⁇ (D 2 2 ) / 4.
- the volumetric displacements are asymmetric, and in this way an Atkinson type thermodynamic cycle is determined, so that having determined the respective strokes C e of the engine piston (6) and C a of the auxiliary piston (7) (being the second always inferior to the first), the expansion is prolonged with respect to the admission according to a factor that will depend on the Di / D 2 ratio, which is given by the geometry of the auxiliary piston (7).
- the Di / D 2 ratio which is given by the geometry of the auxiliary piston (7).
- auxiliary piston (7) restores positive work through its drive mechanism formed by the set of demodromic cams (22, 22.1; 23, 23.1) illustrated in Figure 3.
- Another objective of the present invention is, by means of a variable stroke drive of the auxiliary piston assembly (7) and secondary piston (12), to fully control the engine load; so that by being able to perform a volumetric displacement of admission exactly equal to the volume of load required for the required engine power, the following improvements are obtained with respect to a conventional four-stroke engine (in particular of the Otto type):
- P e / P e 1 - [C a X ⁇ (D 2 2 ) / (C e X ⁇ (D, ⁇ ] in this case has a C to variable value directly proportional to the motor load.
- a compression ratio (p c ) high to low load compatible with the maximum permissible pressure for the mechanical resistance of the engine's mobile components, and also compatible with the auto-ignition limit when it comes to a gasoline engine, since this limit is determined, not only by the pressure, but also by the temperature in the combustion chamber (9), obviously lower than partial load.
- Figure 5 represents a motor that is also within the object of the invention, provided with a particular mechanism for actuating the auxiliary piston (7) and the secondary piston (12) with variable stroke, which achieves the objectives described above.
- the auxiliary piston (7) is connected by a connecting rod (16) with one end of a main swing arm (24), which is provided with a hollow cylindrical portion (25) on which a bushing (26), the which can perform a sliding movement along said hollow cylindrical portion (25).
- the bushing (26) is mounted on a joint (27) that allows oscillating movements of the said bushing assembly (26) and the main swing arm (24); while the bushing assembly (26) and the joint (27), is attached to a sliding support (28), and can be moved linearly and parallel to the axis of the hollow cylindrical portion (25) of the main swing arm (24), when the auxiliary piston (7) is in its upper dead center; a condition that is essential for the auxiliary piston (7) to reach the same top dead center regardless of the value of its stroke.
- the other end of the main swing arm (24) is connected, by means of a joint (29), to a piston (30) placed in a position approximately parallel to the cylinder (1) of the engine, said piston (30) being mounted on guides (31), so that it can perform a linear reciprocating movement generated by a set of demodromic cams (32, 32.1) located in relation to the ends thereof and which are driven by the crankshaft (4) of the engine.
- the reciprocating movement of the piston (30) is transmitted to the auxiliary piston (7) through the main swing arm (24), with a variable gear ratio according to the position of the bushing (26) with the sliding support (28), making a stroke of variable amplitude of said auxiliary piston (7).
- a variable gear ratio according to the position of the bushing (26) with the sliding support (28), making a stroke of variable amplitude of said auxiliary piston (7).
- the play of the demodromic cams (32, 32.1), which causes the movement of the auxiliary piston (7) has the advantage, over other possible mechanisms, of being able to efficiently recover the positive work delivered by said auxiliary piston (7) during the engine compression phase stroke.
- the secondary piston (12) is connected by another connecting rod (17) to one end of a secondary swing arm (33), which is located inside the hollow cylindrical portion (25) of the swing arm main (24), with a respective joint (34) therein, the other end of this secondary swing arm (33) being connected, by means of a respective joint, to a corresponding piston (30.1) parallel to the piston (30) and which It is mounted in turn on sliding guides, and can also perform a reciprocating movement driven by a set of demodomic cams (35, 35.1) that act on the ends thereof.
- Figures 6A, 6B and 6C represent said engine of Figure 5, with the auxiliary piston (7) in respective positions, at 25, 50 and 100% of the intake charge of fresh air-fuel mixture in the engine, and the corresponding position in each case of the bushing (26) with the sliding support (28). These positions are determined by the engine throttle control (not shown).
- the engine can be equipped with a turbocharger, whose turbine is connected to the exhaust port (2), to be impelled by the exhaust gases, while the compressor, which is driven by said turbine, is connected to the intake ports (14).
- auxiliary piston (7) which perfectly separates the combustion chamber (9) from the intake chamber (8), preventing any short-circuiting of the fresh air-fuel mixture load towards the exhaust, the entire flow driven by the turbo compressor is retained in the engine and does a positive job during the intake stroke in case of sufficient boost pressure, which provides a performance improvement over a two-stroke semi diesel type engine, where the sweep of The exhaust gases and the intake of the fresh air-fuel mixture are made by an external volumetric compressor or a turbocharger, operating with the exhaust and intake ports open simultaneously and communicating.
- a motor with a single cylinder (1) has been considered, but the features of the invention are equally applicable for a motor with multiple cylinders, in line, in V, etc. .
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP14820399.5A EP3018321B1 (en) | 2013-07-02 | 2014-06-30 | Internal combustion engine |
MX2016000179A MX366114B (es) | 2013-07-02 | 2014-06-30 | Motor de combustión interna. |
KR1020167002020A KR20160027023A (ko) | 2013-07-02 | 2014-06-30 | 내연기관 |
US14/902,486 US9976451B2 (en) | 2013-07-02 | 2014-06-30 | Internal combustion engine |
CN201480048425.8A CN105683527B (zh) | 2013-07-02 | 2014-06-30 | 内燃机 |
JP2016522670A JP6410813B2 (ja) | 2013-07-02 | 2014-06-30 | 内燃エンジン |
CA2917530A CA2917530A1 (en) | 2013-07-02 | 2014-06-30 | Internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ESP201330985 | 2013-07-02 | ||
ES201330985A ES2531587B1 (es) | 2013-07-02 | 2013-07-02 | Motor de combustión interna |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2015001157A1 true WO2015001157A1 (es) | 2015-01-08 |
Family
ID=52143147
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/ES2014/070535 WO2015001157A1 (es) | 2013-07-02 | 2014-06-30 | Motor de combustión interna |
Country Status (9)
Country | Link |
---|---|
US (1) | US9976451B2 (es) |
EP (1) | EP3018321B1 (es) |
JP (1) | JP6410813B2 (es) |
KR (1) | KR20160027023A (es) |
CN (1) | CN105683527B (es) |
CA (1) | CA2917530A1 (es) |
ES (1) | ES2531587B1 (es) |
MX (1) | MX366114B (es) |
WO (1) | WO2015001157A1 (es) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6597699B2 (ja) * | 2017-04-11 | 2019-10-30 | トヨタ自動車株式会社 | 内燃機関 |
IT201900000439A1 (it) * | 2019-01-11 | 2020-07-11 | Giampaolo Oddi | Motore a combustione interna |
EP3980632A1 (en) * | 2019-06-04 | 2022-04-13 | Salvatore FIORETTI | Synchronous two-stroke "servo piston" service unit with floating ring for endothermic engines |
CN110454274B (zh) * | 2019-08-20 | 2021-06-22 | 湖南大兹动力科技有限公司 | 一种具有多种点火模式的内燃机 |
US11136916B1 (en) * | 2020-10-06 | 2021-10-05 | Canadavfd Corp (Ltd) | Direct torque control, piston engine |
CN112483271B (zh) * | 2020-11-18 | 2023-03-14 | 中车工业研究院有限公司 | 发动机及其控制方法 |
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US8910606B2 (en) * | 2009-11-23 | 2014-12-16 | Pinnacle Engines, Inc. | Positive control (desmodromic) valve systems for internal combustion engines |
-
2013
- 2013-07-02 ES ES201330985A patent/ES2531587B1/es not_active Expired - Fee Related
-
2014
- 2014-06-30 KR KR1020167002020A patent/KR20160027023A/ko active IP Right Grant
- 2014-06-30 CA CA2917530A patent/CA2917530A1/en not_active Abandoned
- 2014-06-30 EP EP14820399.5A patent/EP3018321B1/en not_active Not-in-force
- 2014-06-30 US US14/902,486 patent/US9976451B2/en not_active Expired - Fee Related
- 2014-06-30 WO PCT/ES2014/070535 patent/WO2015001157A1/es active Application Filing
- 2014-06-30 MX MX2016000179A patent/MX366114B/es active IP Right Grant
- 2014-06-30 JP JP2016522670A patent/JP6410813B2/ja not_active Expired - Fee Related
- 2014-06-30 CN CN201480048425.8A patent/CN105683527B/zh not_active Expired - Fee Related
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See also references of EP3018321A4 |
Also Published As
Publication number | Publication date |
---|---|
US20160138441A1 (en) | 2016-05-19 |
KR20160027023A (ko) | 2016-03-09 |
EP3018321A4 (en) | 2016-08-24 |
EP3018321B1 (en) | 2018-02-21 |
ES2531587B1 (es) | 2015-11-12 |
EP3018321A1 (en) | 2016-05-11 |
CN105683527B (zh) | 2018-06-19 |
ES2531587A1 (es) | 2015-03-17 |
MX366114B (es) | 2019-06-26 |
JP2016526635A (ja) | 2016-09-05 |
MX2016000179A (es) | 2016-04-20 |
US9976451B2 (en) | 2018-05-22 |
CN105683527A (zh) | 2016-06-15 |
CA2917530A1 (en) | 2015-01-08 |
JP6410813B2 (ja) | 2018-10-24 |
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