WO2010010327A2 - Moteur amélioré - Google Patents

Moteur amélioré Download PDF

Info

Publication number
WO2010010327A2
WO2010010327A2 PCT/GB2009/001773 GB2009001773W WO2010010327A2 WO 2010010327 A2 WO2010010327 A2 WO 2010010327A2 GB 2009001773 W GB2009001773 W GB 2009001773W WO 2010010327 A2 WO2010010327 A2 WO 2010010327A2
Authority
WO
WIPO (PCT)
Prior art keywords
combustion engine
external combustion
rotor
working chamber
separator
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.)
Ceased
Application number
PCT/GB2009/001773
Other languages
English (en)
Other versions
WO2010010327A3 (fr
Inventor
Robert Kennedy-Ping
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
K-POWER Ltd
Original Assignee
K-POWER Ltd
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 K-POWER Ltd filed Critical K-POWER Ltd
Priority to GB1103095.4A priority Critical patent/GB2474801B/en
Publication of WO2010010327A2 publication Critical patent/WO2010010327A2/fr
Publication of WO2010010327A3 publication Critical patent/WO2010010327A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2290/00—Engines characterised by the use of a particular power transfer medium, e.g. Helium

Definitions

  • the present invention relates to an improved engine, particularly, but not exclusively, to an improved external combustion engine.
  • the present invention also relates to an improved pump, particularly, but not exclusively, to an improved supercharger.
  • the majority of engines presently in use are reciprocating piston, internal combustion engines.
  • the internal combustion engine works on the principle of a regulated fuel mixture being ignited by a spark in an enclosed chamber.
  • the production of power in an internal combustion engine is combined with fuel combustion and is restricted to every one stroke in four within a combined space.
  • the external combustion engine operates differently to the internal combustion engine in that combustion of the regulated fuel mixture takes place continuously within its own combustion chamber separately from the power production chamber.
  • the energy transfer from the combustor to the power production/working chamber is enabled by the working fluid via heat exchangers.
  • the external combustion engine has reduced toxic emissions from the internal combustion engine, and the optimised fuel efficiency enables the use of less refined fuels and results in lower cost fuels.
  • the external combustion engine as there is no explosion involved, is quieter than the internal combustion engine.
  • the external combustion engine has drawbacks. Oil degradation, heat exchanger contamination, high friction levels, high volume/weight/cost levels and low heater exchanger system efficiency all combine to render the external combustion engine uncompetitive with the internal combustion engine.
  • an external combustion engine comprising: at least one working chamber, the/each working chamber having a driven member, and an apparatus adapted to deliver a pressurised working fluid to the/each working chamber, the working chamber driven member adapted to be driven by the working fluid; wherein the driven member is a rotor.
  • using a rotary driven member provides an engine which is relatively efficient and quiet.
  • a working fluid is pressurised externally of the working chamber and enters the working chamber to drive the rotor.
  • the apparatus comprises a combustor.
  • the apparatus comprises at least one heat exchanger.
  • the working fluid is pressurised by heat generated in the combustor.
  • the rotor is attached to an output shaft, rotation of the rotor, in use, driving the output shaft.
  • the rotor is splined to the output shaft.
  • each rotor comprises at least one lobe.
  • Each lobe defines a boundary between a driven portion of the rotor and a driving portion of the rotor.
  • the driven portion is being driven, in use, by the expansion of the working fluid and the driving portion of the rotor is driving the expanded working fluid out of a working fluid outlet.
  • each rotor defines a surface, the rotor surface being spaced away from a surface defined by the working chamber.
  • a portion of the rotor surface is adjacent a portion of the working chamber surface.
  • The/each working chamber may further comprise at least one separator, at least one working fluid inlet and at least one working fluid outlet, the/each separator adapted to provide a barrier between a working fluid inlet and a working fluid outlet.
  • Each separator is provided to substantially prevent the working fluid flowing directly from the inlet to the outlet without driving the driven member.
  • the/each separator defines a surface, the separator surface being spaced away from the rotor surface and/or the working chamber surface. Spacing the rotor surface away from the working chamber surface and/or spacing the separator first surface away from the rotor surface and/or spacing the separator surface away from the working chamber surface, eliminates the possibility of friction between the surfaces wearing the components. This also removes the possibility of the working fluid being contaminated by lubricants which may otherwise have been necessary to lubricate contact points and contamination by particles of one of the surfaces caused by the rubbing of the surfaces.
  • the separation between a portion of the rotor surface and a portion of the working chamber surface is no more than 0.075 millimetres.
  • the separation is no more than 0.05 millimetres.
  • the separation is no more than 0.03 millimetres.
  • the separation between a portion of the rotor surface and a portion of the separator surface is no more than 0.075 millimetres.
  • the separation is no more than 0.05 millimetres.
  • the separation is no more than 0.03 millimetres.
  • the separation between a portion of the separator surface and a portion of the working chamber surface is no more than 0.075 millimetres.
  • the separation is no more than 0.05 millimetres.
  • the separation is no more than 0.03 millimetres.
  • At least a portion of the rotor surface and/or the separator surface comprises an abradable coating.
  • Abradeable coatings which are formed by high pressure diffusion bonding, aid the maintenance of the seepage gap.
  • the/each separator is pivotally mounted with respect to the working chamber.
  • the/each separator comprises a first end and a second end, the first end being pivotally mounted with respect to the working chamber, the second end providing a barrier between the working fluid inlet and the working fluid outlet.
  • At least a portion of the separator surface is in use, exposed to pressure applied by the working fluid.
  • the portion of the separator which is, in use, exposed to pressure applied by the working fluid is an end surface.
  • the separator end surface is only partially exposed to the pressurised working fluid.
  • the separator end surface adapted to be exposed to pressurised working fluid, defines an arc.
  • a portion of the arc surface is exposed radially to the pressurised working fluid. Minimising the portion of the arc surface area exposed radially to the working fluid, minimises the pressure on the separator which may act to force the separator and the rotor apart.
  • the separator end surface is arranged with respect to the separator pivot such that the pressure applied, in use, by the working fluid acts on a pivot bearing.
  • the pivot bearing is selected to withstand this loading.
  • the working chamber rotors are arranged at an angle with respect to each other such that at least one of the working chamber inlets is open.
  • continuous power production is achievable and the need for a starter motor is eliminated as it will always be possible to expand the working fluid in one of the working chambers and activate that chamber's rotor.
  • The/each working chamber inlet may be selectively closable.
  • The/each inlet may be closable by means of a valve.
  • The/each valve may be a disc valve.
  • each valve may be a ball valve or any suitable valve.
  • rotation of the/each rotor opens the valve.
  • the rotor may define at least one opening, rotation of the rotor adapted to align the/each opening with a working chamber inlet thereby permitting working fluid into the working chamber.
  • the rotor may comprise disc, the disc defining the openings.
  • each rotor comprises two lobes.
  • Each lobe may be narrow.
  • each lobe is broad.
  • the external combustion engine further comprises at least one regulating chamber.
  • a regulating chamber is provided to regulate the relative positions of each rotor and its associated separator(s).
  • the/each regulating chamber comprises at least one regulating rotor.
  • the regulating chamber comprises at least one member.
  • the/each regulating chamber member is associated with a working chamber separator.
  • the/each regulating chamber member is releasably attachable to a working chamber separator.
  • The/each regulating chamber member may be attached to a working chamber separator by means of a splined shaft.
  • the splined shaft may be integral with one or other of the regulating chamber member and the working chamber separator.
  • the/each regulating chamber member engages a regulating chamber rotor.
  • the/each regulating chamber rotor defines at least one cam track.
  • the/each regulating chamber rotor defines a pair of cam tracks.
  • the cam tracks are in an opposed arrangement.
  • the/each regulating chamber member defines at least one cam follower for engaging a regulating chamber rotor cam track.
  • the cam followers comprise at least one bearing.
  • the at least one bearing may be a plain bearing and/or a roller bearing.
  • the/each regulating chamber rotor is attached to the output shaft, rotation of the output shaft, in use, driving the regulating chamber rotor.
  • the regulating chamber rotor is splined to the output shaft.
  • the/each working chamber is at higher pressure and temperature than the/each regulating chamber.
  • the/each regulating chamber is at atmospheric pressure.
  • the/each regulating chamber is optimally lubricated and cooled to minimise friction losses.
  • the output shaft is adapted to provide a main propulsion drive and a secondary drive.
  • the secondary drive may be for ancillaries such as an air conditioning pump, an alternator etc.
  • the/each working chamber rotor is cooled.
  • the rotor may be cooled by means of air or liquid.
  • the at least one working chamber may define a housing.
  • The/each working chamber housing may be cooled.
  • the housing may be cooled by air or liquid.
  • the working fluid is helium.
  • the working chamber inner surfaces and their associated side housing surfaces are coated with diffusion bonded silicon nitride or titanium derivative. Deposition coatings such as these substantially reduce the permeation rate of helium.
  • the helium is delivered to the/each working chamber at around 800° Centigrade.
  • the combustor temperature is restricted to below 1450° Centigrade.
  • the combustor temperature is restricted to around 1200° Centigrade.
  • a temperature of around 1200° Centigrade is beneficial in reducing the generation of toxins which may cause pollution, such as oxides of nitrogen and carbon monoxide.
  • a pump comprising:- at least one working chamber, the/each working chamber having an inlet, an outlet and a driven member; and at least one separator, the/each separator adapted to provide a barrier between the inlet and the outlet; wherein the at least one separator is spaced away from the driven member.
  • a pump according to the present invention provides an arrangement which, because of the spacing between the driven member and each separator, prevents wearing of the components by friction.
  • the spacing is selected to be large enough to prevent contact between the driven member and each separator but to be small enough to substantially prevent fluid flowing directly from the inlet to the outlet without being pumped by the driven member.
  • the driven member is a rotor.
  • the rotor is driven by an external source of power.
  • the pump is a supercharger and the pump is driven by an engine.
  • a supercharger provides compressed air to the air intake of, for example, an internal combustion engine.
  • the rotor is a double lobe wide tipped rotor.
  • the selection of a double lobe wide tipped rotor ensures that it is self balancing and maximises the space/efficiency ratio.
  • an engine comprising: at least one working chamber, the/each working chamber having an inlet, an outlet and a driven member; and at least one separator, the/each separator adapted to provide a barrier between the inlet and the outlet; wherein the at least one separator is spaced away from the driven member.
  • an engine according to the present invention provides an arrangement which, because of the spacing between the driven member and each separator, prevents wearing of the components by friction.
  • the spacing is selected to be large enough to prevent contact between the driven member and each separator but to be small enough to substantially prevent fluid flowing directly from the inlet to the outlet without driving the driven member for at least part of the engine's cycle.
  • the engine is an internal combustion engine.
  • the driven member is a rotor.
  • a method of generating power comprising the steps of: delivering a pressurised working fluid to at least one working chamber of an external combustion engine, the pressurised fluid driving a rotary driven member in said at least one working chamber.
  • Figure 1 is a schematic of an external combustion engine according to a first embodiment of the present invention
  • Figure 2 is a section view through the power generation unit of the external combustion engine of Figure 1 ;
  • Figure 3a, Figure 4a, Figure 5a, Figure 6a are sequential section views showing the operation of the working chamber of the power generation unit of Figure 2;
  • Figure 3b, Figure 4b, Figure 5b and Figure 6b are sequential section views showing the operation of the regulating chamber of the power generation unit of Figure 2;
  • Figure 7 is a perspective view of the working chamber housing of the power generation unit of Figure 2;
  • Figure 8 is a perspective view of a separator from the power generation unit of Figure 2;
  • Figure 9 comprising Figures 9a and 9b, shows section views through the power generation unit of an external combustion engine according to a second embodiment of the present invention
  • Figure 10 comprising Figures 10a and 10b, shows section views through the power generation unit of an external combustion engine according to a third embodiment of the present invention.
  • Figure 11 is a perspective view of the working chamber rotor from the power generation unit of Figure 9;
  • Figure 12 is a perspective view of the regulating chamber rotor from the power generation unit of Figure 9;
  • Figure 13 is a schematic of a supercharger according to a fourth embodiment of the present invention.
  • Figure 14a, Figure 15a and Figure 16a are sequential views showing the operation of the working chamber of the supercharger of Figure 13;
  • Figure 14b, Figure 15b and Figure 16b are sequential views showing the operation of the regulating chamber of the supercharger of Figure 13;
  • Figure 17 is a front section view of a working chamber of an external combustion engine according to a fifth embodiment of the present invention.
  • Figure 18 is a rear view of the rotor of the working chamber of Figure 17.
  • Figure 19 is an exploded side section view of the rotor and bearing housing of the working chamber of Figure 17.
  • FIG. 1 shows a schematic of an external combustion engine, generally indicated by reference 10, according to a first embodiment of the present invention.
  • the engine 10 comprises a combustor 12, a power generation unit 14, first and second heat exchangers 16,18, a fuel tank 20, a fuel pump 22, and an air filter 24.
  • the working fluid for the engine 10 is helium which circulates through the engine 10 via a helium circulation line 26.
  • the external combustion engine 10 operates as follows; fuel is pumped from the fuel tank 20 to the combustor 12 along a fuel line 28 by the pump 22. The fuel is ignited and burnt in the combustor 12 with air which is passed through the air filter 24 and fed to the combustor 12 by a first air inlet line 30. The exhaust from the combustor 12 passes through an exhaust line 32 to the first heat exchanger 16 and then on to the second heat exchanger 18. A portion of the exhaust then circulates back through an exhaust return line 34 to the combustor 12 to lower the charge temperature below that required for formation of oxides of nitrogen and also reduce the formation of carbon monoxide.
  • Helium the working fluid, circulates through the engine 10 in a helium circulation line 26.
  • the helium circulates through the first and second exhaust heat exchangers 16,18 before being fed to the power generation unit 14.
  • the helium is heated but is unable to expand due to the confines of the helium circulation line 26.
  • the helium enters a pair of power generation unit working chambers (not shown but discussed in more detail later) through a power generation unit inlet 40.
  • the working chambers the helium expands, the expansion driving a rotary driven member (not shown but discussed in due course) which in turn drives an output shaft 36, which can be used to perform useful work.
  • the helium leaves the power generation unit 14 through the unit outlet 38 and the cycle begins again.
  • a second air inlet line 42 passes through fins (not shown) defined by the power generation unit 14, the air in the second air inlet line 42 extracting heat from the power generation unit 14. This helps cool the power generation unit 14 and also preheats the air in the second air inlet line 42 before entering the combustor 12. Preheating the air increases the efficiency of the combustor 12.
  • the power generation unit 14 will now be described with reference to Figures 2 to 10.
  • the power generation unit 14 comprises a first working chamber 50, a second working chamber 52 and a regulating chamber 54.
  • the first working chamber 50 comprises a first working chamber rotor 56 and a first working chamber separator 60.
  • the second working chamber 52 comprises a second working chamber rotor 58 and a second working chamber separator 62.
  • the arrangement of the first working chamber rotor 56 and the first working chamber separator 60 can be best seen in Figure 3a, a section view through the first working chamber 50.
  • FIG. 7 a perspective view of the housing of the working chamber 50, it can be seen that the housing defines a plurality of fins 130. It is through these fins 130 that the inlet air passes to both preheat the inlet air and cool the working chamber 50.
  • the rotor 56 defines a single lobe 64. As the rotor 56 rotates, the lobe 64 is adjacent to but does not touch a working chamber wall 66. This arrangement means the rotor surface 68 and the working chamber surface 66 cannot wear through contact.
  • the separator 60 is pivotally mounted with respect to the working chamber 50 about a pivot axis 70.
  • the separator 60 pivots about the pivot axis 70 such that a separator first surface 72 is adjacent to but not in contact with the rotor surface 68.
  • the separator 60 is provided to act as a barrier between the working chamber inlet 40 and the working chamber outlet 38.
  • the rotors 56, 58 are splined to the output shaft 36 such that rotation of the rotors 56, 58 rotates the output shaft 36.
  • the working chamber rotors 56,58 are at an angle to each other of 180 degrees so that at any given moment the inlet 40 in at least one of the working chambers is open and not blocked by a rotor lobe 64. This arrangement ensures that at any given moment at least one of the rotors 56,58 can be driven and the engine 10 can be started without the need for a starter motor.
  • the output shaft 36 is also connected to first and second regulating chamber rotors 80, 82.
  • the first regulating chamber rotor 80 is aligned and rotates with the first working chamber rotor 56 and the second regulating chamber rotor 82 is aligned and rotates with the second working chamber rotor 58.
  • the regulating chamber rotors 80, 82 are splined to the output shaft 36 and are driven by the output shaft 36.
  • the working chamber separators 60, 62 are attached to first and second regulating chamber members 110,112 respectively.
  • the first regulating chamber member 110 is splined to a stub 132 (shown in Figure 8, a perspective view the separator 60) defined by the first working chamber separator 60, and secured to the stub by means of a locking nut 114.
  • the second regulating chamber member 112 is splined to a stub (not shown) defined by the second working chamber separator 62, and secured to the stub by means of a locking nut 116.
  • the first regulating chamber member 110 comprises a pair of roller bearings 84 which run in and engage with a cam track 88 defined by the first regulating chamber rotor 80.
  • a first roller bearing 84a engages a cam track internal surface 90
  • a second roller bearing 84b engages a cam track external surface 92. It is the engagement between the roller bearings 84 and the cam track internal surfaces 90, 92 which fix the position of the first working chamber separator 60 with respect to the first working chamber rotor 56, maintaining the gap there between.
  • the second working chamber 52 to keep the gap between the second working chamber separator 62 and the second working chamber rotor 58.
  • the second regulating chamber member 112 carries bearings 86 which roll inside a cam track 94 defined by the second regulating rotor 82.
  • the first and second working chambers, 50, 52 are to relatively high pressure and temperature with respect to the regulating chamber 54, therefore seals are provided to seal the working chambers 50,52.
  • Each separator 60, 62 is sealed by a pair of seals 98 and each working chamber rotor 56, 58 is sealed by a pair of seals 100.
  • the seals 98,100 are kept in contact by initiation springs 150 with the sealing faces, the contact being maintained in operation by the pressurised helium.
  • the helium is contained by an O-ring 152 within a groove in the sea! 98,100.
  • a rotary valve 41 associated with a working chamber inlet 40 is open and pressurised helium is delivered from the heat exchangers 16, 18 into a gap 100 defined by the working chamber rotor 56, the working chamber wall 66 and an end of the separator 61. As this gap expands the rotor 56 is driven in an anti-clockwise direction. Ahead of the rotor 56, the remainder of the working chamber 50 (indicated by "A") is filled with previously expanded helium and the rotation of the first working chamber rotor 56 in the anti-clockwise direction drives this helium through the outlet 38 back to the heat exchangers 16, 18.
  • FIG. 9a and 9b section views through the power generation unit 214 of an external combustion engine 200 according to a second embodiment of the present invention.
  • the engine 200 is similar in construction to the engine 10 of the first embodiment.
  • the primary difference lies in the shape of the working chamber rotors and the regulating chamber rotors.
  • the working chamber rotor 256 from the first working chamber 250 has a single broad lobe 264.
  • the working chamber rotor of the second working chamber is identical.
  • the regulating chamber rotor 280 in the regulating chamber 254 is of similar shape, as is the second regulating chamber rotor.
  • the regulating chamber rotor 280 can also be seen in Figure 12, as perspective view, which clearly shows the cam track 288.
  • FIGS 10a and 10b show a section view through power generation unit 314 of an external combustion engine 300 according to a third embodiment of the present invention.
  • the rotor 356 is a twin lobe rotor, having two narrow lobes 364a, 364b.
  • the regulating chamber rotor 380 also has two lobes.
  • the first and second working chamber rotors 356, 358 are offset from each other by 90 degrees to allow for the engine 300 to start without the need for a starter motor.
  • the engine 500 comprises an internal combustion engine (ICE) 510 and a pump or supercharger 520.
  • the supercharger 520 is driven by an output shaft 522 from the ICE 510.
  • the supercharger 520 uses this power to compress air which enters the supercharger 520 through a supercharger inlet line 524.
  • the compressed air is then delivered to the ICE 510 to improve the power delivery of the ICE 510.
  • the supercharger 520 comprises a working chamber 530 and a regulating chamber 540.
  • the chambers 530,540 are set up in a similar way to the chambers 50,52 of the first embodiment.
  • the working chamber 530 has a twin broad lobed rotor 532, first and second separators 534,536 fluid inlets 538 and fluid outlets 539.
  • the regulating chamber 540 has a regulating rotor 542 and first and second regulating chamber members 544,546.
  • the essential difference between the power generation unit 14 of the first embodiment and the supercharger 520 is the supercharger working chamber rotor 532 is driven by the ICE to compress the fluid rather than being driven by the fluid to produce an output.
  • Figure 17 is a front section view of a working chamber 650 of an external combustion engine according to a fifth embodiment of the present invention
  • Figure 18 is a rear view of the rotor 656 of the working chamber 650 of Figure 17
  • Figure 19 is an exploded side section view of the rotor 650 and part of the working chamber housing 710 of the working chamber of Figure 17.
  • the working chamber 650 comprises a twin lobed working chamber rotor 656 and two working chamber separators 660a,660b.
  • the rotor 656 is mounted on, and fixed relative to, first and second discs 700,702 (best seen in Figure 19).
  • Each disc 700,702 comprises a labyrinth seal 706 which rotates in a complementary groove 704 defined by a working chamber housing 710, of which one groove 704 is visible on the part of the working chamber housing 710 shown in Figure 19.
  • the working chamber inlets 740a,740b extend through the working chamber housing 710 from a housing external surface 712 to terminate in an opening 714a,714b behind the first disc 700.
  • the first disc 700 defines openings 716,718, positioned and sized to align with the working chamber inlet openings 714a,714b as the rotor 656 rotates, thereby permitting the working fluid to enter the interior 720 of the working chamber 650.
  • Such an arrangement simplifies the operation of the engine as the disc 700 acts as a valve as it performs its normal rotational operation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un moteur à combustion externe. Le moteur comprend au moins une chambre de travail, la/chaque chambre de travail ayant un élément entraîné rotatif et un appareil adapté pour fournir un fluide de travail pressurisé à la/chaque chambre de travail. L'élément entraîné de la chambre de travail est adapté pour être entraîné par le fluide de travail.
PCT/GB2009/001773 2008-07-25 2009-07-17 Moteur amélioré Ceased WO2010010327A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1103095.4A GB2474801B (en) 2008-07-25 2009-07-17 Improved engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0813646.7 2008-07-25
GBGB0813646.7A GB0813646D0 (en) 2008-07-25 2008-07-25 Improved engine

Publications (2)

Publication Number Publication Date
WO2010010327A2 true WO2010010327A2 (fr) 2010-01-28
WO2010010327A3 WO2010010327A3 (fr) 2010-06-24

Family

ID=39746933

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2009/001773 Ceased WO2010010327A2 (fr) 2008-07-25 2009-07-17 Moteur amélioré

Country Status (2)

Country Link
GB (2) GB0813646D0 (fr)
WO (1) WO2010010327A2 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57210142A (en) * 1981-06-18 1982-12-23 Sanyo Electric Co Ltd Engine
JPH02119634A (ja) * 1988-10-28 1990-05-07 Mazda Motor Corp 外燃式ロータリピストンエンジン
US6109040A (en) * 1999-04-12 2000-08-29 General Pneumatics Corporation Stirling cycle refrigerator or engine employing the rotary wankel mechanism
DE10013560A1 (de) * 2000-03-20 2001-09-27 Manfred Klenk Doppelwirkender Heißgasdrehkolbenmotor

Also Published As

Publication number Publication date
GB2474801A (en) 2011-04-27
GB0813646D0 (en) 2008-09-03
WO2010010327A3 (fr) 2010-06-24
GB2474801B (en) 2012-11-07
GB201103095D0 (en) 2011-04-06

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