EP0895563B1 - Moteur alternatif a combustion interne - Google Patents

Moteur alternatif a combustion interne Download PDF

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Publication number
EP0895563B1
EP0895563B1 EP97914224A EP97914224A EP0895563B1 EP 0895563 B1 EP0895563 B1 EP 0895563B1 EP 97914224 A EP97914224 A EP 97914224A EP 97914224 A EP97914224 A EP 97914224A EP 0895563 B1 EP0895563 B1 EP 0895563B1
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EP
European Patent Office
Prior art keywords
row
cylinders
rows
internal combustion
combustion engine
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP97914224A
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German (de)
English (en)
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EP0895563A1 (fr
Inventor
Hermann Deutsch
Frank Metzner
Frank Meyer-Hessing
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Volkswagen AG
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Volkswagen AG
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Filing date
Publication date
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Publication of EP0895563A1 publication Critical patent/EP0895563A1/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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/224—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders in fan arrangement
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1812—Number of cylinders three
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1832—Number of cylinders eight
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/184—Number of cylinders ten
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1848—Number of cylinders twelve

Definitions

  • the invention relates to a reciprocating internal combustion engine with several, along two at an angle to each other rows of cylinders according to the preamble of Claim 1.
  • a generic internal combustion engine is known from DE-Z MTZ Motortechnische Zeitschrift 52, 1991, No. 3, pages 100 ff.
  • the VR engine described there and produced by the applicant in large series has cylinders combined in two rows, these two rows being at a comparatively narrow fork angle to one another.
  • this cylinder arrangement offers the advantage that only a single cylinder crankcase with all the cylinders combined therein in one block and only one cylinder head common to all cylinders is required. Due to the offset of the two rows of cylinders in the longitudinal direction to each other, the overall length of such a VR engine with z. B.
  • a 16-cylinder engine with an H-shaped cylinder arrangement has become known from the DE book Air-Cooled Vehicle Engines, Mackerle, Jehlicka, Moebus, Franksche Verlagbuch Kunststoff Stuttgart, page 509.
  • a compact arrangement is achieved here by stacking two 8-cylinder boxer engines. These each work on their own crankshaft, which, coupled together, operate a single-shaft output.
  • the two opposite, 4-cylinder rows have no longitudinal offset to each other, since the two connecting rods of opposing cylinders work on a common crank pin of the crankshaft by using a connecting rod.
  • pages 515 ff is another compact arrangement in an X shape known.
  • two are mirror images of each other Rows of cylinders arranged in a V-shape to each other, all of which are not restricted
  • the crank mechanism works with a common crankshaft, i.e. all cylinder longitudinal axes intersect the crankshaft's central longitudinal axis.
  • the crankshaft only points four offsets since there is a main connecting rod with three secondary connecting rods on each of these crank pins works, i.e. the four rows of cylinders have no longitudinal offset to each other on.
  • the invention has for its object a generic reciprocating internal combustion engine with several, at an angle to each other and a longitudinal offset to each other having cylinders in such a way that under stress a construction space as small as possible, a compact arrangement of a comparatively large one Number of cylinders is made possible.
  • the aim is to ensure a fresh air supply or the discharge of the exhaust gases, as well as a perfect drive of the gas exchange Gas exchange valves can be guaranteed.
  • the invention solves this problem in a generic internal combustion engine by an arrangement of two further, also V-shaped rows of cylinders, one of these rows of cylinders being arranged in the V-space between the first and second rows and the further, fourth row outside this V-space lies, whereby the cylinders of all rows work on a common crankshaft.
  • the even number of rows of cylinders also ensures a symmetrical arrangement of lines for the air supply and for exhaust gases.
  • this provides the basis for a modular construction of a series of internal combustion engines of the same type with different numbers of cylinders while maintaining the fundamentally compact arrangement and while maintaining existing lines. Both even and odd number of cylinders can be used in each row.
  • An advantageous embodiment is to achieve a comparatively simple structure provided that the additional, third and fourth rows are longitudinally offset from one another and to the first two rows of cylinders.
  • uniform connecting rods can be used.
  • the between the first and second row of cylinders and the fork angles formed between the third and fourth row of cylinders are identical in size and that is the V-spaces formed by this fork angle by a certain cylinder angle are arranged rotated to each other.
  • This cylinder angle is chosen so that the first and third or second and fourth rows mirror-symmetrical with respect to the other two rows to one Crankshaft receiving center plane of the internal combustion engine. Under the assumption a perpendicular center plane thus results on both sides of this plane each cylinder rows arranged in a V-shape, the cylinder angle within this V-shaped rows is chosen to be comparatively small.
  • crank mechanism of this internal combustion engine is limited, that is Cylinder axes of the two rows on one side of the median plane intersect vertical arrangement of the median plane below this and on the opposite Page. This further shortens the internal combustion engine by pushing one into the other of the cylinders assigned to the two rows.
  • each crank has two connecting rods offset from one another.
  • the connecting rods of two work around the fork angle offset cylinders of the first and third or second and fourth rows.
  • the cylinder rows each have three cylinders and the other two each have two cylinders.
  • the rows with the larger number of cylinders are preferably offset from one another by the fork angle.
  • control drive of the Internal combustion engine can have the two combined rows of cylinders on each side the central plane can be made identical overall, which creates further advantageous effects in terms of component expense, assembly, etc. can be achieved.
  • a reciprocating piston internal combustion engine hereinafter referred to only as an internal combustion engine, has a total of four rows R1, R2, R3, R4 of cylinders, two of these rows R1, R3 and R2, R 4 being arranged on one of the two sides S1, S2 of a central plane ME are, which receives a crankshaft axis 1.
  • the row R1 assigned to the side S1 and the row R2 assigned to the side S2 are V-shaped to one another at a fork angle ⁇ 1 and thus define a first V-space V1 between them.
  • the two further cylinder rows R3 and R4 are assigned to the sides S1 and S2 and are at a fork angle ⁇ 2, defining another V-space V2, to one another.
  • the third row R3 is in the first V-space V1, while the fourth row R4 is arranged outside of this space V1.
  • the rows R1 and R3 lying on the side S1 are combined to form a group G1, cylinder axes ZR1 of the first row and cylinder axes ZR3 of the third row again being at a V-shaped cylinder angle ⁇ G1 to one another.
  • the size of the fork angles ⁇ 1 and ⁇ 2 is chosen to be identical, as is the size of the cylinder angles ⁇ G1 and ⁇ G2, the entire arrangement with respect to the central plane ME being such that the groups G1 and G2 are each symmetrical to this central plane ME and thereby the rows R1, R3 and R2, R4 of these groups G1 and G2 are each arranged mirror-symmetrically to this plane ME.
  • cylinder axes ZR1 and ZR3 have respectively ZR2 and ZR4 are identical to each other along the crankshaft axis 1 Row offset 2 on.
  • the two groups G1 and G2 in turn have a group offset 3 along this crankshaft axis 1.
  • the cylinder axes ZR1 to ZR4 thus each lie in one of four sectional planes SE1 to SE4 formed perpendicular to the central plane ME.
  • the cylinders Z1 and Z3 are assigned to the first row R1, the cylinders Z2 and Z4 to the third row R3, the cylinders Z5 and Z7 to the second row R2 and the cylinders Z6 and Z8 to the fourth row R4.
  • a crankshaft 4 of the internal combustion engine has a total of four crankings 5, 6, 7, 8 and is supported in a total of five main bearings 9 of a crankcase 10.
  • two cylinders each work on one of the cranks by means of the connecting rods 11 assigned to them, the two conrod bearings 12, 13 of a crank having an offset by a difference angle ⁇ winkel.
  • the cylinders which are staggered relative to each other by the group offset 3 and are assigned to one of the V-spaces V1 or V2, work on one of the offsets.
  • the connecting rods 11 of the cylinders Z1 and Z5 lying in the sectional planes SE1 and SE2 are spaced apart from one another by the offset 3 in the crank 5. Between the connecting rods 11 of cylinders Z5 and Z6 lying in the sectional plane SE2 and SE4 there is the row offset 2, usually referred to as the cylinder spacing.
  • the crank mechanism of the internal combustion engine is designed to be limited, that is to say the cylinder axes ZR1, ZR3 or ZR2, ZR4, which are at an angle to one another by the cylinder angle ⁇ G1 or ⁇ G2, do not intersect with the crankshaft axis 1 Intersection SP1 of the first group G1 on the side S2 on the side of the transverse plane QE facing away from the rows R1 and R3.
  • another intersection point SP2 of the second group G2 lies in mirror image with respect to the center plane ME. Because of the cranking of the crank mechanism, the maximum extension positions of the connecting rods 11 at top and bottom dead center OT and UT do not coincide with the respective cylinder axis ZR.
  • crank angle ⁇ occurring during the rotation of the crankshaft 4 is counted by the crankshaft axis 1, based on an unrestricted crank drive from a parallel 13 to the cylinder axis ZR, then TDC and TDC are achieved with a crank angle offset of ⁇ *. Due to the position of the intersection points SP1 and SP2 with respect to the transverse plane QE on the side facing away from the groups G1 and G2, a positive or negative setpoint is set, so that the bottom dead center UT and the top dead center OT after more or less than 180 ° crank angle ⁇ follows.
  • the selected setting enables the space to be moved closer together Cylinders within groups G1 and G2, so that the respective cylinders of these groups G1 and G2 are cast together in a common cylinder block 15 and 16, respectively can. These are common to one of the two rows of cylinders in a group Cylinder head 17 or 18 covered.
  • the interaction of the previously explained 8-cylinder arrangement is briefly based on one Numerical example explained.
  • the fork angles ⁇ 1 and ⁇ 2 are 72 °, the cylinder angles ⁇ G1 and ⁇ G2 each 15 °. Due to the symmetrical arrangement to the central plane ME the cylinder angles ⁇ G1 and ⁇ G2 also arise with respect to the bisector 19 the fork angle ⁇ 1 or ⁇ 2. Because of the four offsets 5 to lying on two levels 8 there is an ignition sequence between the individual cylinders at a crank angle of 90 ° ⁇ a. With a selected firing order in the order Z1-Z5-Z4-Z8-Z6-Z3-Z7-Z2, 2 in the crank star 20 according to FIG.
  • the offset within the individual Cranks 5 to 8 are dispensed with.
  • the rows R3 and R4 are three each Cylinder assigned, while the rows R1 and R2 each carry two cylinders. While here the previously described mirror-image arrangement of the angular positions mentioned the middle plane ME is preserved, the arrangement of the rows is not a mirror image, because on the three-cylinder row R3 lying on the side S1 initially has one on the side S2 two-cylinder row R2 follows.
  • a flywheel 25 is assigned to the crankshaft 4 on the output side. Adjacent to this is a chain drive for driving camshafts 27 and 28 of group G1 and camshafts 29 and 30 of group G2 arranged. These operate via cams 31 and 32 as Lift valves designed intake valves 33 and exhaust valves 34 with the interposition of Roller rocker arms 35, four lift valves being assigned to each cylinder Z1 to Z8.
  • An air intake system for ventilating the combustion chambers 40 of the internal combustion engine is essentially symmetrical to the central plane ME and is provided with collecting volumes 37 and 38 formed above the groups G1 and G2. Combustion air is fed via suction pipes 41 from the above-mentioned collecting volumes 37, 38 to inlet channels 41, all inlet channels 41 of a group G1 or G2 each opening into a flange 42 which is formed on the row R3 or R2 facing the central plane ME. All outlet channels 43 of the respective group G1 or G2 are led to flanges 44 of the rows R1 and R4, which are external to the central plane ME.
  • the cylinder blocks 15 and 16 are in one piece and of the same material as the crankcase 10 formed, the outer walls 45 in the region of the crankshaft axis 1 are drawn across the transverse plane QE.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (12)

  1. Moteur à combustion interne comprenant des premier et deuxième rangs (R1 et R2) de cylindres disposés en forme de V l'un par rapport à l'autre, les cylindres étant décalés le long de l'un des rangs (R1, R2) par rapport aux cylindres de l'autre rang (R2, R1) dans le sens longitudinal du moteur à combustion interne, et comprenant deux autres troisième et quatrième rangs (R3 et R4) de cylindres, disposés en forme de V l'un par rapport à l'autre, parmi lesquels l'un (R3) est disposé dans l'espace (V1) compris entre les premier et deuxième rangs (R1 et R2), et l'autre (R4) est disposé à l'extérieur de cet espace en V (V1), tous les cylindres (Z1 à Z8) étant reliés à un vilebrequin commun (4),
    caractérisé en ce que
       les axes (ZR1, ZR2) des cylindres des premier et deuxième rangs (R1 et R2) sont disposés dans des plans de coupe (SE1, SE2) s'étendant perpendiculairement à un plan médian (ME) contenant le vilebrequin (4), espacés l'un de l'autre dans le sens de l'axe (1) du vilebrequin, d'un décalage entre groupes identique (3), et les axes (ZR2, ZR4) des cylindres des deuxième et quatrième rangs de cylindres (R2 et R4) sont disposés dans des plans de coupe (SE2, SE4) s'étendant perpendiculairement au plan médian (ME), espacés l'un de l'autre d'un décalage entre rangs identique (2), et le plan de coupe (SE2) contenant les axes (ZR2) des cylindres du deuxième rang (R2) s'étend entre les plans de coupe (SE1 et SE3) qui contiennent les axes (ZR1 et ZR3) des cylindres des premier et troisième rangs (R1 et R3).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le décalage entre rangs (2) est choisi plus grand que le décalage entre groupes (3).
  3. Moteur à combustion interne selon la revendication 2, caractérisé en ce que les angles de fourche (δ1 et δ2) formés entre les premier et deuxième rangs (R1 et R2) et entre les troisième et quatrième rangs (R3 et R4) sont de grandeur identique, et les espaces de V (V1, V2) définis par ces angles de fourche (δ1, δ2) sont disposés de façon décalée en rotation, l'un par rapport à l'autre, d'un angle (αG1, αG2) des cylindres, de façon telle que les premier et troisième rangs (R1 et R3), qui sont placés sous cet angle (αG1) des cylindres, l'un par rapport à l'autre, se situent de façon spéculaire, par rapport au plan médian (ME), face aux deuxième et quatrième rangs (R2 et R4).
  4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que les axes (ZR1, ZR3 et ZR2, ZR4) des cylindres des rangs (R1, R3 et R2, R4) respectivement disposés d'un même côté (S1 et S2) du plan médian (ME) se coupent, les points de coupe (SP1 et SP2), vus par rapport à un plan transversal (QE) passant perpendiculairement au plan médian (ME) à travers l'axe (1) du vilebrequin, se situant du côté de ce plan transversal (QE), qui est opposé aux rangs (R1 à R4), et des deux côtés opposés (S2 et S1) du plan médian (ME).
  5. Moteur à combustion interne selon la revendication 3 ou 4, caractérisé en ce que le nombre de cylindres est un multiple entier du nombre de rangs de cylindres, et, dans ce cas, deux cylindres (Z1 et Z5) des premier et deuxième rangs (R1 et R2), ou (Z2 et Z6) des troisième et quatrième rangs (R3 et R4), qui sont décalés les uns par rapport aux autres de la valeur de l'angle de fourche (δ1, δ2), sont reliés à un coude de manivelle commun (5 ou 6), présentant un décalage, du vilebrequin (4).
  6. Moteur à combustion interne selon la revendication 3 ou 4, caractérisé en ce qu'au moins deux des rangs (R3, R4) présentent un nombre identique de cylindres, qui est supérieur à celui des deux autres rangs (R1, R2).
  7. Moteur à combustion interne selon la revendication 6, caractérisé en ce que les rangs (R3, R4) comportant le plus grand nombre sont décalés l'un par rapport à l'autre de la valeur de l'angle de fourche (δ1, δ2).
  8. Moteur à combustion interne selon l'une ou plusieurs des revendications précédentes 1 à 7, caractérisé en ce que l'angle des cylindres (αG1 ou αG2) formé entre les premier et troisième rangs ou entre les deuxième et quatrième rangs (R1 et R3 ou R2 et R4) est choisi relativement petit, de sorte que les cylindres (Z1 à Z4) des rangs (R1 et R3) réunis en un premier groupe (G1) soient réunis en un bloc-cylindres monobloc (15), et que les autres cylindres (Z5 à Z8) soient réunis en un bloc-cylindres identique (16) d'un deuxième groupe (G2).
  9. Moteur à combustion interne selon l'une ou plusieurs des revendications précédentes 1 à 8, caractérisé en ce que l'angle (δ1 ou δ2) formé entre les premier et deuxième rangs (R1 et R2), et entre les troisième et quatrième rangs (R3 et R4), est de l'ordre de 60° à 90°, de préférence de 72°.
  10. Moteur à combustion interne selon la revendication 9, caractérisé en ce que l'angle (αG1 ou αG2) des cylindres existant entre les cylindres du premier rang (R1) et du troisième rang (R3), ou entre ceux du deuxième rang (R2) et du quatrième rang (R4), est de l'ordre de 10° à 20°, de préférence de 15°.
  11. Moteur à combustion interne selon la revendication 5 ou 6, caractérisé en ce que les axes (ZR1, ZR2) des cylindres, qui sont espacés les uns des autres de la valeur du décalage entre groupes (3), agissent sur un coude commun (5) du vilebrequin (4).
  12. Moteur à combustion interne selon la revendication 5 ou 6, caractérisé en ce que les axes (ZR2, ZR4) des cylindres, qui sont espacés les uns des autres de la valeur du décalage entre rangs (2), agissent chacun sur un coude propre (5, 6) du vilebrequin (4).
EP97914224A 1996-04-23 1997-03-12 Moteur alternatif a combustion interne Expired - Lifetime EP0895563B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19616030 1996-04-23
DE19616030 1996-04-23
PCT/EP1997/001239 WO1997040267A1 (fr) 1996-04-23 1997-03-12 Moteur alternatif a combustion interne

Publications (2)

Publication Number Publication Date
EP0895563A1 EP0895563A1 (fr) 1999-02-10
EP0895563B1 true EP0895563B1 (fr) 1999-11-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97914224A Expired - Lifetime EP0895563B1 (fr) 1996-04-23 1997-03-12 Moteur alternatif a combustion interne

Country Status (6)

Country Link
EP (1) EP0895563B1 (fr)
JP (1) JP2000508736A (fr)
DE (2) DE59700667D1 (fr)
ES (1) ES2140224T3 (fr)
PT (1) PT895563E (fr)
WO (1) WO1997040267A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000008324A1 (fr) * 1998-08-07 2000-02-17 Daimlerchrysler Ag Moteur a combustion interne
FR2845422B1 (fr) * 2002-10-04 2004-12-17 Olivier Lhuillier Moteur a combustion interne a 4 temps a chaine cinematique en"w"
DE102004021360B4 (de) * 2004-04-30 2009-03-19 Audi Ag Brennkraftmaschine mit Zylinderpaaren
DE102004042765B4 (de) * 2004-09-05 2007-07-19 Clemens Neese Kraftrad mit einer platz- und gewichtsparenden Motoranordnung
DE102008047719B4 (de) * 2008-09-18 2011-03-10 Dieter Hartmann-Wirthwein Kurbeltrieb für Vierzylinderverbrennungsmotoren
DE102010021613B4 (de) * 2010-05-26 2012-06-21 Horex Gmbh Kraftrad mit kompakter Verbrennungskraftmaschine
DE102016117251B4 (de) 2016-09-14 2019-08-22 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Kraftrad mit kompakter Hubkolbenbrennkraftmaschine
DE102016015112A1 (de) 2016-12-20 2018-06-21 Deutz Aktiengesellschaft Brennkraftmaschine mit teilweiser Kolbenschränkung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR490351A (fr) * 1917-12-17 1919-04-19 Gaston Mougeotte Moteur à explosions sans soupapes, à groupes de cylindres en éventail
US1407336A (en) * 1918-07-15 1922-02-21 Harvey J Sallee Internal-combustion engine
FR1024825A (fr) * 1950-09-22 1953-04-07 Perfectionnements apportés aux moteurs à combustion interne
FR1430302A (fr) * 1965-01-20 1966-03-04 Westinghouse Freins & Signaux Perfectionnements apportés aux machines tournantes à pistons alternatifs, pour équilibrer les forces d'inertie secondaires

Also Published As

Publication number Publication date
DE19716274A1 (de) 1997-10-30
DE59700667D1 (de) 1999-12-09
WO1997040267A1 (fr) 1997-10-30
PT895563E (pt) 2000-04-28
ES2140224T3 (es) 2000-02-16
JP2000508736A (ja) 2000-07-11
DE19716274B4 (de) 2012-05-24
EP0895563A1 (fr) 1999-02-10

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