EP0907555B1 - Propulsion par reaction, a impulsions, pour vehicules marins - Google Patents

Propulsion par reaction, a impulsions, pour vehicules marins Download PDF

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Publication number
EP0907555B1
EP0907555B1 EP97929008A EP97929008A EP0907555B1 EP 0907555 B1 EP0907555 B1 EP 0907555B1 EP 97929008 A EP97929008 A EP 97929008A EP 97929008 A EP97929008 A EP 97929008A EP 0907555 B1 EP0907555 B1 EP 0907555B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
chamber
pump chamber
engine according
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Expired - Lifetime
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EP97929008A
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German (de)
English (en)
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EP0907555A1 (fr
Inventor
Edmund Nagel
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HMS Artist Scheier OEG
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HMS Artist Scheier OEG
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Publication of EP0907555A1 publication Critical patent/EP0907555A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/12—Marine propulsion by water jets the propulsive medium being steam or other gas
    • B63H11/14—Marine propulsion by water jets the propulsive medium being steam or other gas the gas being produced by combustion

Definitions

  • the invention relates to an internal combustion engine with a combustion chamber for burning of the working gas in an explosion stroke and one with the combustion chamber communicating pump chamber, which via an inlet opening with a Drive fluid can be filled and the drive fluid from its outlet opening under the influence of the combustion gas formed in the explosion stroke is ejectable.
  • Such an internal combustion engine is known for example from CH-PS 450 946 and is referred to there as a recoil motor, for example for driving can be used by watercraft.
  • the liquid in the pumping chamber is a kind of liquid piston, which through the Pressure of the combustion gas as a whole is expelled from the pump chamber shall be.
  • An internal combustion engine of the type mentioned in which in a combustion chamber combustion gases formed by combustion of a fuel in a separate pump chamber and a drive fluid from this eject is known from FR-A-1 044 839.
  • Disadvantages of the known internal combustion engines of this type include the relative low efficiency of the machine and the low achievable cycle rates.
  • the object of the invention is to provide an improved internal combustion engine to provide the type mentioned, and according to the invention this succeeds in one Internal combustion engine of the type mentioned in that a spray device is provided with the one following the explosion stroke A cooling medium can be sprayed into the pump chamber during the implosion cycle.
  • the hot combustion gas is produced by injecting cooling medium into the pumping chamber abruptly cooled and thereby greatly reduced its volume.
  • the resulting negative pressure now supports the delivery of the next liquid piston into the pumping chamber and favorably also the promotion of fresh working gas into the combustion chamber. This means the duration of the refill cycle greatly shortened and the efficiency of the internal combustion engine increased.
  • a first embodiment of the invention in which a plurality of pumping chambers 18 in a ring shape around a combustion chamber 8 are arranged.
  • the individual pumping chambers 18 are by radial partitions 35 differentiated from each other.
  • the combustion chamber 8 is via the combustion chamber check valve 6, the combustion chamber inlet valve 38 and the carburetor 3 an explosive Working gas supplied.
  • the waste gas is via the feed pump 2 driven by the drive motor 1 in the Combustion chamber 8 promoted.
  • this feed pump 2 inoperative, since the following charges of the combustion chamber 8 by the negative pressure in the pumping chambers 18 are conveyed, as will be described further below.
  • the feed pump 2 is preferably designed as an axial pump, because such an pump the required boost pressure even at relatively low speeds of the electric motor 1 for the first filling of the combustion chamber 8 and on the other hand inactive Condition, i.e. during normal engine operation, hardly any flow resistance builds up against the intake of combustion air.
  • the combustor check valve 6 must handle the high initial pressures withstand the explosion stroke and escape of the combustion gas prevent by the carburetor 3. Furthermore, the check valve 6 must be heat-resistant be and have a small mass of its moving parts to high clock frequencies without being able to follow disturbing time delays. As a check valve 6 A conventional valve with spring steel membranes is therefore suitable, for example.
  • the combustion chamber 8 has an elongated design, which results in the purging characteristic is improved and a mixture between combustion gas from the previous one Explosion cycle and fresh working gas is kept particularly low. Since that Working gas is ignited in the combustion chamber 8 at atmospheric pressure Burning speed of the gas relatively low. That would make the gas, for example ignite only on the burner head, this would result from the combustion of Fresh gas parts near the burner head resulting overpressure the remaining fresh gas charge drive into the pump tube 18 faster than the flame front spread could. For this reason, a multi-point ignition device in the form of an ignition rod 7 used.
  • Ignition rod 7 has a central electrode 28, at one end of which the connection 27 for the ignition cable and at the other end of the electrode foot 30.
  • the electrode 28 is from its connection 27 for the ignition cable of a tubular insulating body 29 surrounded.
  • This insulating body 29 is electrically non-conductive and heat-resistant.
  • electrode foot 33, outer tube 31 and screw thread 32 as well as within the outer tube 31, several interruptions 33 are provided, which serve as a spark gap connected in series. Of those on the spark gaps When sparks are formed, the working gas is emitted in several places ignited simultaneously in the combustion chamber 8, so that the burning time of the entire Gas charge is significantly reduced.
  • a heating device or a drying device be provided by means of an air flow.
  • the pressurized combustion gas formed in the explosion cycle flows through the head diffuser 37 and the inlet valve 16 into the pumping chambers 18 and drives the working fluid therein from the pump chamber outlet opening 182 out. It is important that the combustion gas in the pump chamber 18 liquid in a so-called cattail flow and not in drives out a so-called piston bubble flow.
  • cattail flows were characterized by Baker (in Dubbel, "Souther”, Springer), and the The difference between these two types of flow should be based on FIGS. 11a and b are briefly illustrated.
  • a tubular piston flow is shown in FIG of the drive fluid 40 located in the pump chamber 18 from in the Combustion chamber 8 formed combustion gas 41 as a whole or as "Liquid piston" is expelled.
  • the gas 41 breaks through the liquid surface through, which means that the liquid piston does not completely come out of the Pump chamber is expelled and there is strong turbulence.
  • a drastic one The result is a reduction in efficiency.
  • the The diameter of the pump chamber should not be less than a certain length.
  • Conventional internal combustion engines have only one pump chamber, which, therefore, in total in their effective length, i.e. over the length that the combustion gas acts on the drive fluid, must be relatively long. The result is that the times required to drive out the liquid piston are also relatively long and to reload a new liquid piston. It can therefore only relatively low engine cycle times can be achieved.
  • the combustion chamber 8 to divide formed combustion gas into a plurality of pumping chambers 18. Because of their smaller radius or their smaller cross-sectional area, they can be shorter while maintaining a cattail flow, thereby reducing the number of cycles of the engine can be increased.
  • the total volume of the pumping chambers 18 is chosen so that the sum of the volume of the combustion chamber and pump tubes corresponds approximately to the volume (in practice it is somewhat larger), which the combustion gas takes in after it draws the working fluid out of the pumping chambers 18 expelled and relaxed again to about atmospheric pressure Has. In this way, the working capacity of the combustion gas be implemented as completely as possible. From these considerations it follows that the number of pump tubes in the square must be increased to shorten them.
  • the volume of the combustion gas begins to decrease due to its cooling.
  • the resulting negative pressure in the Pump chamber 18 is already in the conventional internal combustion engines State of the art for conveying the next working gas charge into the combustion chamber 8 used.
  • the present invention goes one step further and it is one Spray device is provided with which a cooling medium at the end of the explosion cycle can be sprayed into the pump chamber 18.
  • This spray device can be independent be provided by the number of pumping chambers. By spraying cas of the cooling medium in the pumping chambers 18 reduces the volume of the combustion gas abruptly and an implosion stroke following the explosion stroke is running.
  • the spray device has a line of sprinters 19, which are in the individual Pumpkammem 18 mouth and connected to a cooling medium chamber 51 are.
  • This cooling medium chamber 51 is between the combustion chamber 8 and the pump chamber 18 arranged in a ring around the combustion chamber 8 and via a clock pump 50 with a Pressure can be applied.
  • bores 52 are between Cooling medium chamber 51 and pump chamber 18 are provided.
  • these bores 52 are connected by an annular V-groove 54, in which a sealing ring 53 is clamped in the form of an O-ring.
  • Cooling medium 51 is pressurized by the clock pump 50, so it is on the Spray nozzles 19 are sprayed into the pumping chambers 18 mainly in the longitudinal direction thereof.
  • a flat band can also be provided as a seal his.
  • the same liquid is preferably used as the cooling medium also forms the drive fluid, for example - especially when used of the internal combustion engine as a boat drive - water.
  • Negative pressure leads to the outlet valve being designed as a check valve 20 closes.
  • This outlet valve 20 is common to all pumping chambers 18 and consists of an elastic stub tube, one of which is an edge area 201 at an area adjacent to the outlet openings 182 of the pumping chambers 18 the wall of the pump chamber 18 is fastened and biased into the closed position is.
  • the size of this preload in the closed position is chosen such that the outlet valve 20 already closes when the water piston is completely out of the respective pump chamber 18 has been expelled and only combustion gas nachströmt.
  • the outlet valve 20 can therefore pump chambers 18 in which prematurely Gas arrives at the valve, lock it and therefore acts synchronizing and preventing a leading gas outlet. Since the membrane of the exhaust valve is very light, closes and opens the valve with only a slight time delay and is therefore also for suitable for a fast work cycle.
  • the combustion chamber inlet valve 38 which, for example, as Flap valve is formed, has been opened. Due to the negative pressure in the pumping chambers 18 During the implosion cycle, combustion gas is therefore also emitted the combustion chamber 8 promoted and fresh working gas flows after.
  • the valve flap 160 of the inlet valve 16 is thus in an intermediate position between the second closed position 162 and the first closed position 161 and a mixture of working fluid and combustion gas flows into the pumping chamber 18. Dignity the combustion gas formed in the next explosion stroke to such a mixture from drive fluid and combustion gas, so the combustion gas could penetrate into this gas piston and a clean one Ejection of the liquid piston would be prevented.
  • the vacuum prevailing in the pumping chambers 18 in the implosion cycle accelerates that is, the liquid piston is already in the ejection direction.
  • the one stored in the exhaust gas Thermal energy is therefore fully used, on the one hand for pre-acceleration and for reloading the liquid piston, on the other hand for rinsing the Combustion chamber 8.
  • the one prevailing in the pumping chambers 18 during the implosion cycle Negative pressure is compensated by the inflowing liquid piston, before the pumping chambers 18 are completely filled with drive fluid.
  • the last The phase of filling during which the exhaust valve 20 opens is determined by the kinetic Energy of the pre-accelerated liquid piston causes. If the engine is already in motion, i.e.
  • the special design of the inlet valve 16 prevents that in the explosion stroke Combustion gas flowing out of the combustion chamber 8 tangentially flows past a drive fluid surface, as this causes drive fluid from the Combustion gas would be carried away and into the combustion gas, so to speak would be sprayed. Such spraying of driving fluid into the combustion gas but would lead to a cooling and volume reduction of the combustion gas lead during the explosion cycle. A significant reduction the efficiency of the engine would be the consequence.
  • the intake valve 16 for the combustion gas is therefore seen on or in the flow direction of the combustion gas - Before that opposite the outlet openings 182 of the pumping chambers 18 Arranged end of the pumping chambers 18.
  • the intake valve 16 for the combustion gas is arranged and designed such that that from the combustion chamber 8 escaping combustion gas essentially only frontally on the drive fluid incident.
  • the inlet valve 16 for the combustion gas could be in the pumping chambers 18 and an inlet valve for the drive fluid into the pumping chambers 18 separately be trained.
  • the formation of a common inlet valve is preferred 16 for the combustion gas and for the drive fluid, as shown in the 1 to 3 is shown.
  • the valve flap 160 of this inlet valve 16 closes in one first closed position 161 the combustion chamber 8 and in a second closed position 162 the drive fluid inlet opening 17. This second closed position 162 becomes at an overpressure in the combustion chamber 8 or in the head diffuser 37.
  • the valve flap 160 is formed by an elastic hose stub, for example made of silicone.
  • One edge area 163 of this Hose stub is attached to the outer wall of the engine, while the other edge area in the first closing pitch 161 on the inside of the motor Wall of the head diffuser 37 and in the second closed position 162 on the on the Motor outside wall of the head diffuser 37 abuts. Due to the elasticity of the material, the tube stump is prestressed in the first closed position 161.
  • Support elements 164, 165 are provided, for example as a grid or as in the direction of flow strip-shaped elements aligned with the respective medium can be trained.
  • the sequence of the explosion and implosion cycles is controlled by the control device 36 controls, which can be designed for example as a cam control.
  • the ignition rod 7 is a signal from the control device 36 to the ignition coil control electronics 10 included.
  • the clock pump 50 is operated by the control device 36 set. The energy consumed by this clock pump 50 corresponds less than 1 percent of the total energy and is therefore not significant.
  • the combustion chamber inlet valve 38 opened and closed.
  • control device 36 controls slow speed by that slow pauses are inserted after the implosion cycle. While this pause cycles can drive fluid that flows to the engine, the Simply flow through the pump chamber 18.
  • connection between the combustion chamber 8 and 18 pump chamber Head diffuser 37, in which the inlet valve 16 and the drive fluid inlet opening 17 is located, extends conically from the combustion chamber and has the task, the speed of the working gas emerging from the combustion chamber to decrease.
  • the conical shape of the combustion chamber supports this Function, whereby the length of the head diffuser can be reduced.
  • the pumping chambers 18 also have a conical design, and are reduced their cross-sectional area extends from their inlet opening 181 to their outlet opening 182. As a result, the area of the inlet opening can be at a desired size of the outlet opening 182 can be increased, which maximizes the possible number of cycles, since the Water intake is faster and the length of the pump chamber can be shortened.
  • the mode of operation of the exemplary embodiment illustrated in FIGS. 4 to 9 is in principle, the same and analog parts were designated with the same reference numerals.
  • the motor is used as a boat drive in this exemplary embodiment therefore arranged on a boat bottom 9 below the water line 26.
  • the difference to the embodiment shown in FIGS. 1 to 3 are the pumping chambers 18 not arranged around the combustion chamber 8 but in series with it.
  • the combustion gas flowing out of the combustion chamber 8 is in one Gas manifold 14 divided into several gas manifold pipes 15.
  • inlet valves 16 are again provided, on the one hand, access to the gas distributor pipes 15 and, on the other hand, the drive fluid inlet openings 17 can shut off.
  • These intake valves 16 are in Fig. 6 is shown enlarged and are analogous in structure and function to the inlet valves of the embodiment shown in FIGS. 1 to 3, but for each pump chamber 18 is provided with a separate inlet valve 16.
  • Each of the pumping chambers 18 in turn has spray nozzles 19. But these will in contrast to the embodiment according to FIGS. 1 to 3 not of one Pump acted upon, but open at a low vacuum of, for example 0.1 to 0.5 bar in the pumping chambers automatically. Such a negative pressure is present Start of the implosion cycle by cooling the combustion gas and also by the kinetic energy of the ejected water piston. At the outlet end the Pumpkamrnem 18 are again provided exhaust valves 20, which at a Close negative pressure in the pumping chambers 18. These exhaust valves 20 that in this Embodiment for each pump tube 18 are formed separately, are in Fig. 7 shown open (a) and closed (b).
  • the outlet valve 20 has elastic Membrane 21 in the form of circular segments, which are in the closed state overlap like a central shutter of a camera.
  • Fig. 7 supports, not shown, at the end of the pump chamber 18, which preferably Radially spanning the outlet of the pump chamber 18 prevent this Membranes 21 thereon, reversed by a negative pressure in the pump chamber 18 the pump chamber 18 to be put over. Rather, the circle segments grow a disc shape in front of the outlet end of the pump chamber 18 and lock the water return.
  • the membranes 20 are also prestressed, so that it passes the water piston while it is passing the valve with the Relieve the closing pressure. At the same time as passing the end of the water piston closes the outlet valve 20 because of its low mass quickly.
  • the Injector pump 23 has a crown-like serrated inner tube 24 which is rolled up Representation in Fig. 9 is shown.
  • This inner tube 24 is made of a flexible and surrounding tensile outer hose 25, which is on the side of the inlet opening of the inner tube 24 is attached to it, while its other side is free is.
  • the outer tube 25 expediently widens slightly conically in the closing direction.
  • the outer hose 25 When the water piston emerges from the pump tubes 18, the outer hose 25 by a negative pressure in the tooth recesses of the inner tube 24 sucked in, which forms a conical jet pipe. Depending on the duration and training of the negative pressure or of negative pressure regions within the inner tube 24 the outer tube 25 is drawn in to a different length. In the breaks between the ejection of the individual water pistons from the pumping chambers 18, the outer tube 25 is released and can flutter freely and flow adapt to the running water. When shock waves occur the slightly conically widening outer tube 25 is inflated, which also a shock wave can be used to improve propulsion.
  • the chronological sequence of the ignition sparks and the starting of the drive engine 1 in the The starting phase is effected by the control electronics 10. To do this, it receives as input signals the signal of a speed controller 12 and the signal of a speedometer 13 because of the supportive effect of driving speed on the reloading of the liquid pistons into the pumping chambers 18 the maximum possible clock frequencies depend on the speed of travel.
  • the energy supply the control electronics 10 takes place via the battery 11.
  • the carburetor 3 is also shown somewhat more precisely. He has a usual one Float chamber 4 with fuel valve on. In addition, the float chamber 4 a pressure equalization line 5 is placed at the inlet opening of the carburetor 3, around the inlet pressure above atmospheric pressure in the start phase in to balance the chambers. This means that fuel remains the same even in the starting phase Mixing ratio added to the air.
  • FIG. 5a An ignition has just taken place in FIG. 5a. A variety of flames spread, the inlet valve 16 is inflated, i.e. open to the combustion chamber 8 and closed to the drive fluid inlet opening 17. The discharge valves 20 are open and the water pistons start from the pump tubes 18 to be expelled.
  • the pumping chambers 18 have completely with one new water charge and the combustion chamber is filled with a flammable mixture filled. The next cycle can be fired.
  • 5e shows the starting phase of the engine.
  • this fresh gas over the from Drive motor 1 driven axial pump 2 into the combustion chamber 8, wherein the gas (or the liquid contained in it) in the combustion chamber the pumping chambers 18 can emerge.
  • the drive device shown in Fig. 10 has a liquid swing circuit 80, which is driven by an internal combustion engine 81 according to the invention.
  • a flow turbine 82 preferably a Kaplan or Francis turbine, is located in the oscillating circuit arranged, the rotation of which drives a drive shaft 83.
  • the liquid swing circuit has a large and a small circuit.
  • the large circuit is indicated by the arrows 84 and leads through the motor 81.
  • In the liquid is accelerated and subsequently drives the turbine 82. is the inlet opening of the engine is closed, the liquid can short-circuit it and go through a small cycle according to arrows 85.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Exhaust Silencers (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Physical Water Treatments (AREA)
  • Percussion Or Vibration Massage (AREA)

Claims (15)

  1. Moteur à combustion comprenant une chambre de combustion (8) pour brûler le gaz moteur au cours d'un cycle d'explosion et une chambre de pompe (18) qui est en communication avec la chambre de combustion (8), ladite chambre de pompe pouvant être remplie d'un liquide de propulsion par le biais d'une ouverture d'admission (180) et par l'ouverture d'échappement (182) de laquelle le liquide de propulsion peut être expulsé sous l'influence du gaz de combustion formé au cours du cycle d'explosion, caractérisé en ce qu'il est prévu un dispositif de pulvérisation (19, 50), avec lequel un réfrigérant peut être pulvérisé dans la chambre de pompe (18) au cours d'un cycle d'implosion suivant le cycle d'explosion.
  2. Moteur à combustion selon la revendication 1, caractérisé en ce que le réfrigérant est un liquide, de préférence de l'eau.
  3. Moteur à combustion selon la revendication 1 ou 2, caractérisé en ce que le dispositif de pulvérisation (19, 50) présente un dispositif de pompage (50), par lequel le réfrigérant peut être soumis à une pression.
  4. Moteur à combustion selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le dispositif de pulvérisation (19, 50) comprend au moins une buse de pulvérisation (19) prévue dans la chambre de pompe (18), qui est conformée de telle sorte que le réfrigérant soit pulvérisé principalement dans la direction longitudinale de la chambre de pompe (18).
  5. Moteur à combustion selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le volume de la chambre de combustion (18) conjointement avec le volume des chambres de pompe (18) correspond sensiblement au volume du gaz de combustion expansé et détendu.
  6. Moteur à combustion selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'ouverture d'échappement (182) de la chambre de pompe (18) peut être fermée par une soupape d'échappement (20) qui est conformée comme une soupape antiretour fermant la chambre de pompe (18) lors d'une dépression dans la chambre de pompe (18).
  7. Moteur à combustion selon l'une quelconque des revendications 1 à 6, caractérisé en ce que la chambre de combustion (8) présente une forme longitudinale et le gaz moteur est enflammé par un dispositif d'allumage en plusieurs points, en particulier une tige d'allumage (7).
  8. Moteur à combustion selon la revendication 7, caractérisé en ce que la chambre de combustion (8) s'élargit en cône à partir de la zone d'admission des gaz.
  9. Moteur à combustion selon l'une quelconque des revendications 1 à 8, caractérisé en ce qu'il est prévu un dispositif de commande (36), de préférence un dispositif de commande à came, par lequel le dispositif d'allumage (10, 7) pour le gaz moteur et le dispositif de pulvérisation (19, 50) peuvent être coordonnés dans le temps de telle sorte que la pulvérisation du réfrigérant se fasse directement à la fin du cycle d'explosion.
  10. Moteur à combustion selon la revendication 9, caractérisé en ce que la pulvérisation du réfrigérant ne se fait qu'après détente complète du gaz de combustion sensiblement jusqu'à la pression atmosphérique.
  11. Moteur à combustion selon l'une quelconque des revendications 9 ou 10, caractérisé en ce que, pour commander un fonctionnement lent du moteur à combustion, le dispositif de commande (36) commute en position intermédiaire, après le cycle d'implosion, une pause d'attente jusqu'au prochain cycle d'explosion.
  12. Propulsion de bateau comportant un moteur de combustion selon l'une quelconque des revendications 1 à 11, caractérisée en ce que l'on dispose, après la ou les chambres de pompe (18), une pompe à injection (23), qui présente un tube intérieur (24) dentelé en couronne (24), dont les pointes sont tournées dans la direction d'écoulement et sont de préférence aplaties, et qui présente un tuyau extérieur (25) souple et résistant à la traction qui entoure le tube interne (24), ledit tuyau étant fixé à celui-ci sur le côté de l'ouverture d'admission du tube interne (24) et dont l'autre extrémité est libre et s'élargit de façon légèrement conique de préférence dans la direction d'écoulement.
  13. Dispositif de propulsion comportant un circuit forcé de liquide (80), un moteur (81) entraínant le circuit forcé de liquide et une turbine de propulsion (82) agencée dans le circuit forcé de liquide, caractérisé en ce que le moteur (81) est en moteur à combustion selon l'une quelconque des revendications 1 à 12.
  14. Dispositif de propulsion selon la revendication 13, caractérisé en ce que la turbine de propulsion (82) est une turbine hydrodynamique, de préférence une turbine Kaplan ou Francis, dont la rotation entraíne un arbre de propulsion (83).
  15. Dispositif de propulsion selon l'une quelconque des revendications 13 ou 14, caractérisé en ce que le circuit forcé de liquide (80) comprend un grand circuit, qui s'étend à travers la ou les chambres de pompe du moteur de combustion (81), et un petit circuit qui court-circuite le moteur de combustion (81).
EP97929008A 1996-07-03 1997-06-26 Propulsion par reaction, a impulsions, pour vehicules marins Expired - Lifetime EP0907555B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AT1168/96 1996-07-03
AT116896 1996-07-03
AT116896 1996-07-03
PCT/AT1997/000142 WO1998001338A1 (fr) 1996-07-03 1997-06-26 Propulsion par reaction, a impulsions, pour vehicules marins

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Publication Number Publication Date
EP0907555A1 EP0907555A1 (fr) 1999-04-14
EP0907555B1 true EP0907555B1 (fr) 2002-03-27

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US (1) US6132270A (fr)
EP (1) EP0907555B1 (fr)
AT (1) ATE215041T1 (fr)
AU (1) AU3327697A (fr)
DE (1) DE59706776D1 (fr)
WO (1) WO1998001338A1 (fr)

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WO1999044886A2 (fr) 1998-03-02 1999-09-10 Hms Artist Scheier Oeg Moteur a combustion interne
US6216444B1 (en) 1998-05-14 2001-04-17 Edmund Ferdinand Nagel Combustion engine
EP0957250A3 (fr) 1998-05-14 2000-08-30 HMS Artist Scheier OEG Moteur à combustion interne
EP1152138A3 (fr) 2000-05-02 2002-04-17 Heinzle, Friedrich Procédé de fonctionnement d'un moteur à combustion interne et moteur
US10213815B1 (en) * 2017-11-01 2019-02-26 Benton Frederick Baugh Method of cleaning the inlet to a thruster while in operation

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US6132270A (en) 2000-10-17
AU3327697A (en) 1998-02-02
DE59706776D1 (de) 2002-05-02
WO1998001338A1 (fr) 1998-01-15
EP0907555A1 (fr) 1999-04-14
ATE215041T1 (de) 2002-04-15

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