WO2018184035A1 - Moteur à combustion interne rotatif à deux temps - Google Patents

Moteur à combustion interne rotatif à deux temps Download PDF

Info

Publication number
WO2018184035A1
WO2018184035A1 PCT/VN2018/000003 VN2018000003W WO2018184035A1 WO 2018184035 A1 WO2018184035 A1 WO 2018184035A1 VN 2018000003 W VN2018000003 W VN 2018000003W WO 2018184035 A1 WO2018184035 A1 WO 2018184035A1
Authority
WO
WIPO (PCT)
Prior art keywords
chamber
engine
rotor
internal combustion
combustion engine
Prior art date
Application number
PCT/VN2018/000003
Other languages
English (en)
Inventor
Chi Dien NGUYEN
Original Assignee
Chi Dien NGUYEN
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 Chi Dien NGUYEN filed Critical Chi Dien NGUYEN
Publication of WO2018184035A1 publication Critical patent/WO2018184035A1/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
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/18—Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
    • F01C21/183—Arrangements for supercharging the working space
    • 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
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F01C1/10—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of internal-axis type with the outer member having more teeth or tooth-equivalents, e.g. rollers, than the inner member
    • F01C1/104—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of internal-axis type with the outer member having more teeth or tooth-equivalents, e.g. rollers, than the inner member one member having simultaneously a rotational movement about its own axis and an orbital movement
    • 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
    • F01C20/00—Control of, monitoring of, or safety arrangements for, machines or engines
    • F01C20/24—Control of, monitoring of, or safety arrangements for, machines or engines characterised by using valves for controlling pressure or flow rate, e.g. discharge valves
    • 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
    • F01C21/04—Lubrication

Definitions

  • the invention is referred to internal combustion engines, in particular a rotary internal combustion engine that operates on a two-stroke basis.
  • a rotary Wankel type engine has no reciprocating piston, it in stead operates thanks to a rotating rotor located in the engine block with epitrochoid-shaped contour.
  • the rotor has three apices and the engine body has two lobes and rotary engines have been researched and put into commercial production.
  • Mazda Motor Corporation A rotary engine is of some advantages over traditional reciprocating ones such as simplicity, less moving parts, less vibration, and high power density. However, this type of engine still has some limitations.
  • the air from the outside goes through the inlet and is fed into each working chamber along the air intake passage on the rotor.
  • the exhaust gas enters the gas passage on the rotor and exits through the outlet.
  • a lobe of the rotor will always perform compression, ignition-expansion and the remaining is always in charge of the function of exhaust, intake for all chambers.
  • the combustible gas is exposed to only one part of the rotor, which causes the temperature of this part to be always higher than that of the rest.
  • the crankcase In traditional two-stroke engines, the crankcase is used for scavenge purpose, the outlet and blowing gateare located on the same cylinder, performing round or horizontal scavenge, resulting in a symmetric crank angle and there is occurence of air leakage (when the blowing gatecloses and the outlet is still open) causes a loss of new intake air.
  • the crankcase For two-stroke engines that use the crankcase for air intake, there will be no complete lubrication system as the four-stroke engines have, and the lubricant is mixed with fuel at appropriate proportions. This lubrication method consumes a lot of lubricant compared to that of the four-stroke engines. Moreover, the lubrication effect is not good and the fuel combustion is badly affected. As a result, it leads to reduced engine performance, poor exhaust quality and reduced engine life and these are some of the reasons why the two-stroke engine is not as popular as the four-stroke engine.
  • a rotary internal combustion engine consists of a rotary rotor of which is a two-lobed epitrochoid and the corresponding engine body has three lobes, rotating on the eccentric shaft in the engine body and the piston rings are located at the intersection of the two lobes on the engine body.
  • An inlet is connected to the chamber in the first lobe of the body, and a combustion chamber on the second lobe of the engine body.
  • One unique characteristics of the invention is that only the first and second chambers are involved in the engine cycle according to the two-stroke principle. Specifically, the air/mixture enters through the inlet into the first working chamber; The air/mixing are is transferred to the second working chamber, which performs the functions of scavenge and simultaneously air intake again for the second chamber and the exhaust is swept out through the outlet on the side engine body.
  • the first working chamber performs the functions of air-intake, primary compression and then scavenge for the second working chamber;
  • the second working chamber performs compression, ignition-expansion.
  • Each cycle of the engine crankshaft implements one power stroke.
  • the lobes of the rotor in turn exposed to the combustible gas, which enable to reduce the thermal imbalance on the rotor.
  • the outlet is opened/closed by the rotor, the countour of the outlet is made up by that of the rotor at different positions corresponding to the opening/closing times according to the design. Therefore, it is possible to design the outlet with different shapes and sizes so that the mixing angle can be symmetrical or asymmetrical, it is possible to design the outlet so that it closes before the closing of the blowing port to eliminate the stage of air leakage.
  • the lubrication and/or cooling problem for the engine is solved by the working chamber in the third lobe of the engine body, and the space in the third chamber can operate independently of the other two remaining chambers. It is therefore possible to provide the lubricant or coolant directly into this chamber without affecting the combustion of the fuel and the quality of the exhaust gas.
  • a gas passage will interconnect the third chamber to the chamber of lubricant, one or more nozzles deliver the lubricant directly to the third chamber and such lubricant is deposited and goes along with the passage and returns to the oil reservoir.
  • essentially the engine structure is equivalent to the above one.
  • the gas passage on the engine body is rearranged at one of the side interconnecting the first chamber with the second, during the rotation, the rotor will open/close the blowing port and outlet. This design enables to further simplify the structure of the engine by eliminating the valve on the gas passage.
  • the air blower is used to charge the two working chambers. That is, the first and second chambers operate independently and these two chambers carry out the stage of compression, ignition-expansion while the scavenge is performed by the air blower and each rotation of the engine crankshaft has two power strokes, increasing the power density of the engine. Meanwhile, the third chamber still performs its functions of lubrication and/or cooling.
  • the engine capacity can be further increased by using all working chambers carrying out the stages of the compression, ignition-expansion, and the air scavenge is performed by an air blower.
  • Fig. 1 is a cross-sectional drawing of a rotary engine according to a prior art solution
  • Fig. 2 is an overview of the engine according to the embodiment of the invention.
  • Fig. 3 is the assembly drawing of the engine components according to the embodiment of the invention.
  • Fig. 4 is the cross-sectional drawing of line II— II on Fig. 5 showing the air-scavenging process
  • Fig. 5 is the cross-sectional drawing of line I-I on Fig. 4 showing the air-scavenging process
  • Fig. 6 is the drawing of partial cross-section showing the chamber that is involved in the lubricating function
  • Fig. 7 is the drawing showing a working cycle of the engine
  • Fig. 8 is the drawing showing the front of the engine according to another embodiment of the present invention.
  • Fig. 9 is a cross-sectional drawing subject to line III— III on Fig. 8 showing the air-scavenging process
  • Fig. 10 is the drawing showing a working cycle of the engine according to another embodiment of the present invention.
  • Fig. 11 is the drawing showing the front of the engine according to another embodiment of the present invention.
  • Fig. 12 is a schematic diagram of the profile of the outlet and/or blowing port.
  • Fig. 13 is the drawing showing a crank angle of the engine.
  • the rotary engine hereby rotating according to the preferred embodiment of the invention will be described based on the drawings.
  • the term "traditional two-stroke engine” is understood as an engine with a blowing gate and outlet on the same cylinder, and the opening/closing of the two gates is performed by the piston.
  • the term “symmetrical crank angle” is defined as the 2 times of opening and closing of the outlet (or blowing gate) away from the top dead center (TDC) an equal angle of rotation.
  • Fig. 2 shows the overview of the engine 100 with a simple configuration.
  • the engine 100 has the rotor 130, of which profile is an epitrochoid line and simple equations in the Cartesian coordinate system are:
  • e is the eccentricity, that is, the deviation of the rotor axis 130 in comparison with the engine body 120;
  • Radius R, rotor 130 has a length of 2(R + e).
  • the engine body 120 has three lobes with symmetry axis 101, the inner side profile of each lobe touches the periphery of the rotor 130 as the rotor occupies in full the working chamber in this lobe. In fact, there is a need to be a small gap between the inner side of the engine body and the outside of the rotor for tolerance and thermal expansion.
  • the crankshaft of the engine is made up of two parts 161, 162. Where one end of eccentric shaft 162 is supported by part 161.
  • the crankshaft is supported by two sides 140 and 150.
  • the piston rings on each side of the rotor 130 are always in contact and slide on each side.
  • Chamber A carries out the air-intake function and can be called an inlet chamber and its funtion is similar to the crankcase in a traditional two-stroke engine.
  • Chamber B in the second lobe performs the stage of compression, ignition-expansion.
  • Chamber C in the third lobe performs the funtion of lubrication and/or cooling for the engine, which can be called a lubrication chamber.
  • the lateral side 140 has an outlet 142, fitted to communicate with chamber B and the opening/closing process of this outlet is carried out by rotor 130.
  • Valve 172 is fitted at inlet 126 so that the external air can enter the chamber A and valve 172 is comprised of thin laminations of steel that can be closed/opened by itself due to differential pressure in chamber A with external pressure.
  • Valve 172 is of simple and effective design. In other embodiments, valve 172 may be replaced by another valve such as a valve, rotary valve, etc., which may perform the same function but increase the complexity of the engine.
  • the gear ratio between gear 135 and gear 183 is 2:3, the combination of two gears 135, 183 makes the rotor 130 rotate in diverse direction compared to that of the crankshaft (e.g., in the embodiment of the invention, the rotor rotates clockwise and the crankshaft rotates
  • the air/mixture is compressed into combustion chamber 125, the fuel has absorbed heat and evaporates, the spark plug 175 ignites and combusts the mixture, initiating the ignition - expanding at chamber B. In fact, the time of ignition will be made early before the TDC.
  • chamber A is performing an air-intake process
  • chamber C is reducing the swept volume of air and lubricant along passage 129 back to oil compartment 106.
  • valve 112 remains closed, while chamber C with minimum volume may end the process of exhaust and lubrication.
  • chambeiB_ When o --4-80°, chambeiB_ reaches ⁇ its maximum capacity and this position is the bottom dead center (BDC) of chamber B and can be regarded aslhe BDC f " en ⁇ gtne l 0 outlet4424s openJn_ full.
  • BDC bottom dead center
  • the air compressed from chamber A goes along with passage 124 to combustion chamber 125, the new air will scavenge the exhaust gas in combustion chamber 125 to chamber B, simultaneously pushing the exhaust gas in this chamber toward outlet 142 to escape out of the engine's exhaust pipe 143 (see also Fig. 4-5).
  • combustion chamber 125 is designed tangentially to the periphery of chamber B and deflected towards chamber A. Then the new gas flow will scavenge in eddy direction from the outside inwards.
  • the advantage of this design is that the new gas flow from passage 124 overflows to combustion chamber 125 will not directly scavenge into outlet 142 but rather in the perpendicular direction, preferably into combustion chamber 125 which is located adjacent to chamber A. Meanwhile, the volume of chamber C is increasing, the pressure in this chamber decreases to let in gas through tube 129.
  • B reducing the pressure in chamber A, and the pressure of gas flow at passage 124 is less than the total pressure of the gas in chamber A and the elastic force of spring 113, resulting in repulsion of valve 112 back to closed passage 124, ending the gas scavenging process.
  • due to the high velocity of gas flow in passage 124 it causes pressure on valve 112, enabling this valve to remain open for a short time.
  • chamber B is in the process of reducing the volume
  • chamber C is still in the process of air intake.
  • FIG. 8 shows another embodiment of the invention, accordingly engine 200 has blowing gate 251 formed on the side body 250, passage 224 connecting the blowing gate to chamber A.
  • the opening/closing process of blowing gate 224 is carried out by rotor 230.
  • Combustion chamber 225 is made at chamber B on engine body 220, and spark plug 275 is mounted at this combustion chamber.
  • Chamber A plays the role of gas scavenging for chamber B, preferably the scavenging gas flow faces directly into combustion chamber 225 which pushes the exhaust gas outlet 242 (see Fig. 9).
  • engine 200 may eliminate valve 112.
  • chamber C still performs its functions of lubrication and/or cooling.
  • Fig.10 it shows a working cycle of engine 200, essentially this working cycle is similar to that of engine 100 and the cycle of engine 200 is completed in a crankshaft rotation. The difference is that the closing/opening of blowing gate and outle in engine 200 is executed by rotor 230 and the horizontal scavenging is applied to engine 200.
  • FIG. ⁇ 14- shows-another_emboiirnen ⁇ fjhejnvention, in which the power density of motor 300 is boosted thanks to the engagement of ignition-expansion proceslTby ⁇ wcT chambers ⁇ - A ⁇ and-B:- Specifically, an air blower 390 is added, which performs air scavenging for both chambers A, B.
  • the air-scavenging flow in passages 324a, 324b aims directly into combustion chambers 325a, 325b.
  • Each crankshaft revolution of engine 300 performs two times of power generation while chamber C still performs the function of lubrication and/or cooling.
  • outlet 142 in engine 100 is described, it should be noted that this is still true for outlet 242 in engine 200 and the outlet in engine 300.
  • the opening/closing times of the outlet and blowing gate are indicated by angles Di, D 2 , etc, and these symbols can be used to express the rotor's periphery at positions corresponding to those angles.
  • the periphery of outlet 142 is defined by the periphery of rotor 130 corresponding to the opening and closing angles of the outlet.
  • Line D 5 (or D determines when to open the outlet
  • line D 7 (or D 3 ) determines when to close the outlet
  • line D 8 is close to the rotor profile when reaching BDC.
  • the volume of the crankcase is minimum level so the blowing gate needs to be opened before the BDC.
  • valve 112 (and blowing gate 251) will open later, outlet 142 is preferrably made up of by three lines D 8 , Di and D 7 .
  • the crank angle will be asymmetric through line 102, the increased angle of power generation will benefit the engine capacity.
  • blowing gate 251 in engine 200 is defined similarly to outlet 142. However, the opening time of blowing gate 251 is later than that of outlet 242 an angle of 10° ⁇ 35° CA and ending after the volume of chamber A reaches the minimum.
  • rotor 130 opens outlet 142 when the angle of rotation of the crankshaft ⁇ reaches the value Di (or D 5 ), after the TDC, the opening time of valve 112 D 2 is later than Di and D 5 .
  • the stage from ⁇ (or D 5 ) to D 2 is the stage of free exhaust.
  • Rotor 130 closes outlet 142 when the rotation angle ⁇ reaches D 7 (or D 3 ), valve 112 closes when ⁇ reaches the value D 4 .
  • the stage from D 2 to D 7 (or D 3 ) is the stage of forced exhaust, closure angle D 7 (or D 3 ) is preferably earlier than closure angle D 4 of valve 112. As a result, there is no air leakage stage, and the stage from D 7 (or D 3 ) to D 4 is the additional intake stage.
  • the power generation process of chamber B can be performed in 110° ⁇ 145° CA or more, and may be larger than traditional two-stroke engine (normally 1 10° ⁇ 120° CA).
  • Fig. 5 - 6 it shows a lubrication scheme for engine 100
  • the lubricant is pumped along conduit 180a on the flange 180, along conduit 162a to lubricate the bushings and bearings, then the lubricant is recirculated to lines 141, 152 to lubricant reservoir 106.
  • Conduit 128 introduces the lubricant into chamber C, lubricating the outer surface of rotor 130, and simultaneously lubricating the rings on both sides of the rotor, the lubricant in chamber C is guided along conduit 129 to lubricant reservoir 106.
  • the lobes of rotor 130 in turn enter chamber C so they are continuously lubricated and cooled.
  • Chamber C can be expanded to contain the lubricant without reservoir 106, and all lubricant is fed to this chamber.
  • the engine in the invention has the same lubrication principle as that in four-stroke engines, the first gain achieved is to improve lubrication performance, the second is efficiency of increased cooling capacity for the rotor, the third efficiency is to support sealing ability as the lubricant fills the gaps of the cylinder.
  • the structure of the engine simply consists of two rotating parts that are rotor and crankshaft so the next efficiency is to reduce the vibration.
  • engine 100 can be equipped with a further outlet ,on side 150 that is similar to outlet 142. At that time, combustion chamber 125 is located in the middle or the outlet, the new air from passage 124 will sweep from the middle of chamber B towards the two outlets.
  • a three-lobe rotor engine incorporating a four-lobe engine body forms four working chambers, the first and third chambers associate with each other and complete a cycle of engine.
  • the air/mixture charged into the first chamber will be swept into the third chamber and the third chamber performs the function of ignition-expansion, the second and forth chamber performs the lubrication cycle.
  • the engine body combines with rotor to form N+l working chambers, at least one of these chambers performs the stages such as: compression, ignition-expansion, air scavenging is performed by an air blower.
  • the engine may or may not have a chamber that performs a lubrication function.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Supercharger (AREA)

Abstract

La présente invention concerne un moteur à combustion interne rotatif fonctionnant dans un cycle à deux temps, équipé d'une chambre de lubrification et/ou de refroidissement séparée. Le moteur à combustion interne rotatif est constitué d'un rotor dont le profil est une ligne épitrochoïde à deux lobes, tournant sur un arbre excentrique dans un corps de moteur à trois lobes et la combinaison d'un rotor et du corps forme trois chambres de travail avec une différence de phase de 120°. L'air aspiré depuis la première chambre est comprimé et piégé dans la seconde chambre par l'intermédiaire d'un conduit de gaz. La seconde chambre remplit les fonctions de compression, d'allumage et d'expansion. L'espace dans la troisième chambre est indépendant des deux autres chambres, de sorte que le lubrifiant soit alimenté pour lubrifier et refroidir le moteur.
PCT/VN2018/000003 2017-03-27 2018-03-23 Moteur à combustion interne rotatif à deux temps WO2018184035A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
VN201701127 2017-03-27
VN1-2017-01127 2017-03-27

Publications (1)

Publication Number Publication Date
WO2018184035A1 true WO2018184035A1 (fr) 2018-10-04

Family

ID=62116638

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/VN2018/000003 WO2018184035A1 (fr) 2017-03-27 2018-03-23 Moteur à combustion interne rotatif à deux temps

Country Status (1)

Country Link
WO (1) WO2018184035A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT202200010223A1 (it) * 2022-05-17 2023-11-17 Nardi Compressori S R L Compressore volumetrico

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4765291A (en) 1986-01-20 1988-08-23 Mazda Motor Corporation Engine lubricating system
DE10356977A1 (de) * 2003-12-05 2004-05-13 Gerhard Ehlig Kreiskolbenkompressor
DE102004012962A1 (de) * 2004-03-17 2004-09-02 Gerhard Ehlig Doppelwirkender Kreiskolbenmotor
EP1503035A1 (fr) * 2003-07-28 2005-02-02 Jose Luis Fernandez Gonzalez Moteur à combustion interne à piston rotatif
US8523546B2 (en) 2011-03-29 2013-09-03 Liquidpiston, Inc. Cycloid rotor engine
GB2508391A (en) * 2012-11-30 2014-06-04 Peter Martin Broatch Rotary Machine
US20140209056A1 (en) 2013-01-25 2014-07-31 Liquidpiston, Inc. Air-Cooled Rotary Engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4765291A (en) 1986-01-20 1988-08-23 Mazda Motor Corporation Engine lubricating system
EP1503035A1 (fr) * 2003-07-28 2005-02-02 Jose Luis Fernandez Gonzalez Moteur à combustion interne à piston rotatif
DE10356977A1 (de) * 2003-12-05 2004-05-13 Gerhard Ehlig Kreiskolbenkompressor
DE102004012962A1 (de) * 2004-03-17 2004-09-02 Gerhard Ehlig Doppelwirkender Kreiskolbenmotor
US8523546B2 (en) 2011-03-29 2013-09-03 Liquidpiston, Inc. Cycloid rotor engine
GB2508391A (en) * 2012-11-30 2014-06-04 Peter Martin Broatch Rotary Machine
US20140209056A1 (en) 2013-01-25 2014-07-31 Liquidpiston, Inc. Air-Cooled Rotary Engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT202200010223A1 (it) * 2022-05-17 2023-11-17 Nardi Compressori S R L Compressore volumetrico

Similar Documents

Publication Publication Date Title
AU2002340887B2 (en) Reciprocating piston engine comprising a rotative cylinder
US5352295A (en) Rotary vane engine
KR20140005206A (ko) 로터리 열 엔진
US3314401A (en) Two-stroke cycle rotary engine
JP5231641B2 (ja) 回転型内燃機関
CN108571381A (zh) 三冲程内冷式转子发动机
WO2018184035A1 (fr) Moteur à combustion interne rotatif à deux temps
US4834032A (en) Two-stroke cycle engine and pump having three-stroke cycle effect
KR20110003396A (ko) 감람형 회전식 엔진
CN108644009A (zh) 一种内燃机端盖及旋转式内燃机
CN208900210U (zh) 三冲程内冷式转子发动机
CN106121810A (zh) 一种变压缩比的汪克尔发动机
CA1324542C (fr) Moteur thermique a regeneration
CN205714421U (zh) 活塞旋转式内燃机
RU2411375C2 (ru) Двухтактный двигатель внутреннего сгорания
CN112119202A (zh) 具有六相热力循环的非对称旋转发动机
RU2693550C1 (ru) Роторный двигатель внутреннего сгорания с несимметричным сжатием и расширением
CN109611195A (zh) 一种转子与定子间导流式转子内燃机
RU2444635C2 (ru) Роторный двигатель
RU2539412C1 (ru) Роторный двухкамерный двигатель внутреннего сгорания
RU2777579C1 (ru) Топологический роторный двигатель
Hurley et al. The Rotating Combustion Engine
US20230358137A1 (en) Two stroke internal combustion rotary engine with zindler curve ring gear
US3156220A (en) Rotary internal combustion engine
WO2021248596A1 (fr) Moteur à rotor à plaque navette à double cavité conjuguée

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18722878

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18722878

Country of ref document: EP

Kind code of ref document: A1