WO2012148365A1 - Moteur à combustion interne facile à produire et à haut rendement - Google Patents

Moteur à combustion interne facile à produire et à haut rendement Download PDF

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Publication number
WO2012148365A1
WO2012148365A1 PCT/TR2011/000263 TR2011000263W WO2012148365A1 WO 2012148365 A1 WO2012148365 A1 WO 2012148365A1 TR 2011000263 W TR2011000263 W TR 2011000263W WO 2012148365 A1 WO2012148365 A1 WO 2012148365A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
crank
internal combustion
combustion chamber
space
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/TR2011/000263
Other languages
English (en)
Inventor
Celal DOGANAY
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.)
TOPRAK Ahmet
Original Assignee
TOPRAK Ahmet
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
Priority claimed from TR2011/05191A external-priority patent/TR201105191A2/xx
Application filed by TOPRAK Ahmet filed Critical TOPRAK Ahmet
Publication of WO2012148365A1 publication Critical patent/WO2012148365A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with crankshaft
    • F01B9/023—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with crankshaft of Bourke-type or Scotch yoke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/021—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with one rotary valve
    • F01L7/022—Cylindrical valves having one recess communicating successively with aligned inlet and exhaust ports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/028—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves having the rotational axis coaxial with the cylinder axis and the valve surface not surrounding piston or cylinder

Definitions

  • the invention relates to internal combustion engines using liquid or gas fuel.
  • the invention particularly relates to a high efficiency and easy-to-produce internal engine, which;
  • Crank shaft is one piece and the parts of the connection rod which are fixed at the crank shaft are fixed via bearings. Friction is present in all of these bearings. Oil is used to reduce this friction value. Conversion into heat occurs due to this friction with regard to the number of revolutions. Present state of oil is also effective in engine efficiency.
  • piston In order to transfer the required motion energy to the crank shaft, piston has to move on a linear stroke between the top dead center and the bottom dead center within the engine block via the energy generated with the fuel combustion. During this linear motion, engine block is in continuous contact with the segments positioned on the piston side surfaces. During this contact, energy is released as heat due to friction and engine efficiency is reduced.
  • Connecting rod has to move longitudinally and angularly in order to provide the crank shaft with the facility to complete the revolution.
  • Connecting rod is a system minimizing the torque power of the internal combustion engines and keeping the time of completion of the revolution long.
  • Connecting rod transmits the power (bursting power, pushing power) it gets from the piston after bursting to the crank shaft.
  • the power is at its maximum at the top dead center after bursting.
  • the crank shaft makes a rotation of 90 degrees
  • the power is used up to half and when it rotates 180 degrees, the piston reaches the bottom dead center and the energy is consumed by being transferred to the crank shaft.
  • piston goes into sweeping and exhaust phase is performed. This exhaust phase is ensured with the energy of the other cylinder. That is to say, the exhaust operation in a cylinder is performed with the bursting of the other cylinder.
  • pistons push the connecting rod, which is embedded on the piston, via the energy obtained with the impact of bursting formed after ignition. And the connecting rod moves the crank shaft. Connections of the connecting rod with the piston and the crank shaft are again made through the bearings and they increase friction. In order to provide the connecting rod complete its motion within the engine block, the piston stroke has to be long. Having long stroke increases friction and causes loss of time.
  • the force formed in the combustion chamber after bursting is taken over the piston and transmitted to the crank shaft by the connecting rod.
  • This force is at its maximum during bursting and reaches zero value when the piston goes down to the bottom dead center.
  • the force is taken through the (pb) section where the piston and the connecting rod are embedded and then transferred to the crank shaft from the (bk) point where connecting rod is embedded on the crank. (See figure 9)
  • the point (pb) from where the force is transferred to the connecting rod proceeds towards the block base only in a linear manner along the stroke (between the top dead center and the bottom dead center), (see Figure 9, pb, pb1 , pb2, pb3, pb4)
  • the force is transferred on the crank also from the connecting rod.
  • valves provide passage of the fuel-air mixture into the combustion chamber and after combustion, discharge of the exhaust gas found in the combustion chamber is again ensured via the valves. Since the valves are long, they have to be embedded together with the cylinder cover. Springs and cam shaft eccentrics have to be used for opening and closing of the valves. All of these mechanisms lead to using extra material and extra machine components, which cause material loss, possibility of malfunction, and weight etc. factors. So many components operate in synchronization with each other that, a possible malfunction to occur in any of them would cause breakdown of the system or further reduce the efficiency which is already around 20-23%.
  • valve and the cam shaft and the cylinder cover have so special curves that special moulds and machines have to be made in order to obtain and produce these components. It is a desired situation to be able to produce the product or semi-finished product with known machine tools (lathe, milling cutter, grinding, drill etc.) without needing additional equipment pool or special moulds even when other types of products instead of engines are going to be produced.
  • suction manifold and exhaust manifold also means extra material and extra machine components as described above and causes material loss, possibility of malfunction, and weight etc. undesired factors.
  • purpose of the present invention is to solve the above said negativities.
  • the structure with the below given detailed description is used.
  • the piston completes the 180 degree cycle before the bursting power of the fuel decreases.
  • Stroke length does not exceed 50% of the piston diameter.
  • Fuel ratio is much lower than other engines.
  • Engine block is one-piece.
  • Cam shaft, valves, springs, and special parts transmitting motion from the cam to the valve are not present.
  • the invention relates to internal combustion engines, in which expansion is obtained by ignition of fuel air mixture within a combustion chamber and the force (Fy) formed as a result of expansion is transmitted to the piston found in a body and thus the crank shaft comprising an eccentric section is moved.
  • a connecting rod transferring the motion of the piston to the crank is not disclosed here. Because, connecting rod is not present in this engine. Motion is directly transmitted to the crank through the piston after ignition. In order to achieve this, crank is embedded on the body via crank bearing spaces. However, while the crank is being embedded, the eccentric section is embedded in a way that it would have motion capability within a space formed on the piston body.
  • a piston is obtained, which makes linear motion within the body and directly transmits its motion to the crank shaft without having any other transmission component. While the pushing force Fy formed after ignition is transmitted to the crank, the crank transfer point "pk” is provided to change by getting close to and away from the piston center axis (xy, x1y, x2y, x3y) (see and compare Figure 7 and Figure 9).
  • a time block which comprises a suction inlet and an exhaust outlet.
  • a volume is formed within the said block. This volume is obtained in the form of cylindrically shaped holes.
  • a center axis is formed within the said volume. In this center axis, rotational (a) motion is obtained and a timer combustion chamber (20) is embedded, which controls the suction and exhaust inlets (12, 13).
  • Said timer combustion chamber is in the form of a gradual shaft embedded at the center axis. At the section of the gradual shaft facing the body, or in other words, at the section where combustion will take place, combustion chamber is obtained in the form of a space at the upper section. The space is obtained with a base, a front wall perpendicular to this base, and two side walls.
  • time blocks are positioned on the upper surface and the lower surface of the body. Purpose of this is to obtain an embodiment wherein double ignition can be made via the integral piston comprising head sections having piston upper surface and piston side surface at the two ends within the same body and having the said head sections combined with an intermediate coupling structure.
  • Weight of the engine is reduced with a piston having a structure narrowing down from the intermediate coupling structure head section towards the middle section.
  • Figure 1- shows perspective view of the time block (10).
  • Figure 2- shows perspective view of the timer combustion chamber (20).
  • Figure 2A, Figure 2B, Figure 2C, Figure 2D, Figure 2E, Figure 2F, Figure 2G, and Figure 2H- are the figures describing the schematic view and way of operation of the timer combustion chamber (20), which is positioned in the time block (10), within the time period from the time of suction to the time of exhaust.
  • Figure 3- is the section drawing of the body (30) wherein the pistons (40) and the crank shaft (50) are positioned.
  • Figure 4- is the two dimensional drawing showing the double-headed piston (40), which makes linear motion within the body (30) without connecting rod, transfers its linear motion directly to the crank, and provides generation of circular motion by the crank.
  • FIG. 5 and Figure 6- are the perspective figures showing the crank (50) receiving motion from the piston (40) center and the mounted form of the said piston.
  • Figure 7- gives the schematic drawings describing the operating principle of the engine of the invention by showing the double-headed piston motion within the body via 5 positions from the top dead center to the bottom dead center.
  • Figure 8A, Figure 8B, Figure 8C, Figure 8D, and Figure 8E are enlarged schematic drawings of the positions given in Figure 7 presented in order to provide more apparent description.
  • Figure 9- is the schematic drawing showing the representative view of the motion and force formed after bursting in the prior art engines, or in other words the engines comprising body, piston, connecting rod, and crank.
  • the engine (1 ) comprises a time block (10), timer combustion chamber (20) placed in the said time block (10) center, body (30) wherein the pistons (40) and the crank shaft (50) are positioned, double-headed piston (40) making linear motion in the body (30) without connecting rod, and a crank (50) receiving motion from the said piston (40) center (see Figure 7 and Figure 8A- Figure 8E).
  • Figure 1 shows perspective view of the time block (10) of the engine, which is the subject of the invention.
  • Figure 2 shows the perspective view of the timer combustion chamber (20).
  • a volume ( 1 ) is formed in the time block (10) center. This volume (1 1 ) is formed in a circular and gradual form.
  • a hole (14) is found at the center and the timer combustion chamber (20) is embedded within the volume (1 1) through this hole (14).
  • Connection holes (15) are formed at the corners of the time block (10) in order to make its connection after fitting of the timer combustion chamber (20).
  • the spark plug bearing (16) opened in the combustion chamber (20) to be used for ignition is also formed on this block (10). The relationship between the timer block (10) and the timer combustion chamber (20) and the order of operation will be described in detail below.
  • a suction inlet (12) and an exhaust inlet (13) are opened at this volume (1 1 ).
  • the timer combustion chamber (20) is in the form of a gradual shaft (21 ) and the combustion chamber is formed in the form of a space (23) at the upper section (22).
  • the timer combustion chamber (20) rotates in the shown direction (a) by having the shaft axis (24) as its center.
  • Fuel is filled in the space (23) when the opening part (25) of the space (23) meets the suction inlet (12).
  • Space (23) is formed via a base (27), a front wall (28) perpendicular to this base, and two side walls (29).
  • the opening part found as the only inlet to the space (23) is obtained by removal of a possible wall that could have been formed just across the front wall (28).
  • the space (23) is movable in a direction by having the shaft axis (24) as its center, the air+fuel mixture coming from the suction inlet (12) is spontaneously mixed in the space (23) and the fuel air mixture becomes homogeneous.
  • the timer combustion chamber (20) is embedded within the hole (14) via the gradual shaft (21 )
  • the space (23) comes to the level of the suction inlet (12) and the exhaust outlet (13).
  • the upper section (22) can close the suction inlet (12) and the exhaust outlet (13).
  • This inlet and outlet (12, 13) can be opened completely when the timer combustion chamber (20) meets the opening part (25) formed while forming the space (23) at the upper section (22) or can be found in less, a little more, or completely open form according to the position of the timer combustion chamber (20).
  • Suction inlet (12) and exhaust outlet (13) have a circular structure with the same center (26). They are formed in the form of an indent within the time block (10) (See Figure 1 and Figure 2a and Figure 2b).
  • Suction is performed at the position shown in Figure 2A. Exhaust comes close to its final stage. Piston (40) is found at the top dead center (TDC) and suction has started. Fuel (60) has started to be sucked through the suction inlet (12). Both the suction inlet (12) and the exhaust outlet are open. In this position, while fuel (60) enters from a side, at the same time, exhaust gas is discharged from the other side. Fuel (60) is exposed to pre-heating. Exhaust outlet (13) continues until the side -b- meets the side -C-.
  • Figure 2B shows the moment when the exhaust period ends. Exhaust period ends and suction continues when the side -c- found on the time block (10) meets the side - b- found on the timer combustion chamber. After this stage, exhaust outlet (13) is completely closed and air and fuel mixture (60) enters into the combustion chamber space (23). This suction operation continues until the side -f- found on the time block (10) meets the side -b- found on the timer combustion chamber and when they meet, no inlet opening would be left, through which the fuel air mixture (60) would enter into the space (23). At this stage, suction period finishes and compaction period starts. Piston (40) would come from the bottom dead center (BDC) to the top dead center and then ignition would be made and operating period would start (See Figure 2C and Figure 2D).
  • Figure 2E shows the moment of ignition. When the spark plug found in the spark plug bearing (16) performs ignition, 6-10 degrees of angle is left to the top dead center position.
  • Figure 2F shows the starting of the expansion-work period wherein the advancement of the piston towards the bottom dead center (BDC) from the top dead center (TDC) together with the expansion is started and work is produced.
  • Figure 2G shows the starting moment of exhaust.
  • the exhaust period starts when the side -a- found on the time block (10) and the side -d- found on the timer combustion chamber meet.
  • Exhaust gas (61) is discharged from the exhaust outlet (13). After this stage, exhaust outlet (13) meets the opening part (25). Rotation in a direction continues and exhaust finishes when the side -b- and the side -c- meets (see Figure 2H and Figure 2B respectively).
  • Figure 3 is a 2 dimensional drawing showing the body (30) and shows the section taken on the AA axis on the body (30).
  • a space (32) is present at the body (30) center (31) wherein pistons (40) move.
  • This space (32) is limited with the time blocks (10) positioned on the body (30) upper surface (33) and lower surface (34). Moreover, the space (32) provides formation of the body (30) inner surface (36) (see Figure 7 and Figures 8A, 8B, 8C, 8D, and 8E). Crank bearing spaces (35) are formed on the body (30) in perpendicular position to the body center (31). Crank (50) is embedded in these spaces (35), which are formed in the same direction (37) and positioned opposite to each other.
  • Figure 4 gives the front and side views showing the piston (40).
  • the piston (40) comprises head sections (44, 44') at the two ends, which have piston upper surface (41) and piston side surface (45). An intermediate coupling structure (46) is formed between the two head sections (44, 44').
  • Intermediate coupling structure (46) forms the piston body (43).
  • Intermediate coupling structure (46) has a structure narrowing down from the head section (44, 44') towards the middle section (47).
  • a space (42) is formed at the middle section (48).
  • the space (42) is a wide (oval) space to provide motion of the crank eccentric section (51 ) in perpendicular direction to the body axis (24) and it is configured in the form of cocoon channel. This space (42) provides transmitting the force and motion found on the piston onto the crank.
  • Crank eccentric section (51 ) is placed within the space.
  • Head section (44, 44') is in continuous contact with the body inner surfaces (36) at the body center (31 ) (see Figure 7 and Figures 8A, 8B, 8C, 8D, and 8E)
  • the way of operation and the segments that has to be found on the piston, which are not directly related to the invention, are not shown in the figures and the segments are assumed to be present while the operating principles are described.
  • FIG 5 and Figure 6 are the perspective figures showing the crank shaft (50). Moreover, they are the figures determining the positions of the piston (40) and the crank (50) with regard to each other.
  • Crank shaft (50) is embedded on the crank bearing spaces (35) found on the body (30) through the bearing areas (52) in a way that the eccentric section (51) would be positioned within the space (42) (see Figure 9).
  • Figure 7 and Figure 9 are the most significant indicators presenting the operating differences between the classical internal combustion engine used in the prior art and the internal combustion engine of the present invention. As it is described in detail above, in the prior art, the point (pb) of force transmission to the connecting rod proceeds towards the block base in a linear manner along the stroke (between the top dead center and the bottom dead center).
  • the force (F) formed after bursting is transmitted to the connecting rode and then to the crank after the connecting rode.
  • the piston and the connecting rode are connected to each other by being embedded at the point "pb", while the connecting rod and the crank are connected at point "bk”. While the piston moves from the top dead center (TDC) towards the bottom dead center (BDC), pb makes linear motion within the body and bk makes a circular motion as much as the amount of eccentricity while crank shaft center is fixed (see figure 9).
  • FIG 7 schematically gives and presents the piston (40), body (30), and crank (50) relationship of the engine of the invention like the one given in Figure 9 for the prior art.
  • connecting rod is not present.
  • Piston (40) transmits the Fy force formed after bursting directly to the crank (50) via the eccentric section (51) of the crank (50).
  • Advancement of the piston (40) from the top dead center (TDC) towards the bottom dead center (BDC) is shown in 5 positions in the form with the angles of 0, 45, 90, 135, and 180 degrees.
  • piston (40) After the ignition ( Figure 7; 1 st position), piston (40) starts to move in the body (30) center (31) with the impact of the Fy force formed. Since the crank (50) is embedded on the body (40) via the bearing areas (52), point "pk", which is the point of motion transmission from the piston (40) to the crank (50), starts to make a circular motion wherein the bearing areas is the center (see Figure 7, 1 st position, 2 nd position, 3 rd position, 4 th position, and 5 th position).
  • the space (42) formed on the piston body (43) is configured to be shorter than the piston outer diameter (48) and in the form of cocoon channel to prevent locking of this circular motion.
  • the stroke length from the top dead center (TDC) down to the bottom dead center (BDC) is always shorter than the piston outer diameter (48) size. Since the length of the space (42) in the form of cocoon channel can not be made longer than the piston diameter, stroke length is always shorter than the piston outer diameter (48).
  • Figure 8A is the beginning of ignition position.
  • Piston (40) is found at the top dead center (TDC).
  • TDC top dead center
  • Fy force pushing force
  • FIG 2F position of the timer combustion chamber (20) within the time block (10) is shown in Figure 2F.
  • Piston (40) starts to move by being departed from the top dead center (TDC).
  • crank (50) This motion is transmitted to the crank (50) via the crank eccentric section (51 ) positioned within the space (42), which is formed on the piston body (43) and close to the middle section (47). It is the point “pk” which transmits the motion from the piston (40) onto the crank (50).
  • the crank (50) is embedded on the body (30) via the bearing area (52).
  • Bearing area (52) is the center of the crank (50) and the eccentric section (51) starts to rotate around this center (52) with the impact of Fy force applied on the piston (40).
  • FIG 8B shows the moment at which the piston (40) starts to move from the top dead center (TDC) and moves a little towards the bottom dead center (BDC).
  • Point pk has moved to point pkl xy size, which was previously zero, has changed into x1 y, which is a value greater than zero.
  • Fy force has changed into the F1y force, which is smaller than the Fy force.
  • Position of the timer combustion chamber (20) within the time block (10) is at a place between the Figures 2F and 2G.
  • Figure 8C shows the exact central part between the top dead center (TDC) and the bottom dead center (BDC). This position is the 3 rd position shown in figure 7.
  • Figure 8D shows a moment between the top dead center (TDC) and the bottom dead center (BDC) which is close to the bottom dead center. This position is the 4 th position shown in figure 7. At this stage, expansion continues and work is produced.
  • Crank (50) has rotated at a wider angle than 90 degrees but has an angle narrower than 180 degrees.
  • Point pk2 has moved to point pk3.
  • F2y force has turned into the smaller F3y force.
  • X2y distance has turned into the smaller x3y distance.
  • Position of the timer combustion chamber (20) found within the time block (10) is at a place between the Figures 2F and 2G.
  • Figure 8E shows the end of the expansion, or in other words the end of the time of producing work.
  • Piston (40) is at bottom dead center (BDC).
  • BDC bottom dead center
  • the position of the timer combustion chamber (20) found in the time block (10) is shown in Figure 2G.
  • Expansion has finished, motion has been transferred to the crank, and Fy force is set to zero.
  • This position is the 5 th position shown in figure 7.
  • Crank (50) has rotated 180 degrees.
  • Point pk3 has moved to point pk4.
  • F3y force is set to zero, finished.
  • a time block (10) is found at the body (30) upper surface (33) upper section and a time block (10) is found at the lower surface (34) lower section. That is to say, 2 separate combustion chambers (20) are formed within the body (30). This is obtained through the piston (40) having double-headed section (44). While the head section (44) of the piston (40) performs the ignition and expansion period from figure 8A through figure 8E, at the same body, the other head section (44') of the same piston (40) performs the exhaust period.
  • Ball bearings would be used at the parts of the engine requiring bearing. The purpose of this is to increase efficiency by reducing friction. These sections are not shown in the figures.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention porte sur un moteur à combustion interne (1) dans lequel la force transmise au piston (40) est directement transmise au vilebrequin, dont l'excentrique est encastré dans le corps du piston et décrit un mouvement linéaire dans ledit corps de sorte que l'excentrique change de position pour se rapprocher et s'éloigner de l'axe central. Une autre caractéristique consiste dans l'agencement d'une soupape rotative sur l'axe central, qui fait partie de la chambre de combustion et qui commande les orifices d'admission et d'échappement.
PCT/TR2011/000263 2011-04-27 2011-11-04 Moteur à combustion interne facile à produire et à haut rendement Ceased WO2012148365A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
TR2011/04150 2011-04-27
TR201104150 2011-04-27
TR2011/05191A TR201105191A2 (tr) 2011-05-27 2011-05-27 Üretimi kolay, verimi yüksek içten yanmalı motor.
TR2011/05191 2011-05-27

Publications (1)

Publication Number Publication Date
WO2012148365A1 true WO2012148365A1 (fr) 2012-11-01

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Application Number Title Priority Date Filing Date
PCT/TR2011/000263 Ceased WO2012148365A1 (fr) 2011-04-27 2011-11-04 Moteur à combustion interne facile à produire et à haut rendement

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US870559A (en) * 1906-05-16 1907-11-12 John J Hogan Gas-engine.
GB244327A (en) * 1925-04-15 1925-12-17 Alexander Beldimano Improvements in internal combustion engines
NL7215382A (fr) * 1971-11-15 1973-05-17
US4715336A (en) * 1985-02-28 1987-12-29 Ficht Gmbh Four-stroke internal combustion piston engine
EP0454627A2 (fr) * 1990-02-26 1991-10-30 Paolo Lombardi Moteur avec pistons à double effet et sans bielles
WO1997020132A1 (fr) * 1995-11-24 1997-06-05 Jacques Pellerin Machine volumetrique a distribution rotative
GB2317417A (en) * 1996-09-18 1998-03-25 Ronald Clive Mallier Rotary valve for an i.c. engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US870559A (en) * 1906-05-16 1907-11-12 John J Hogan Gas-engine.
GB244327A (en) * 1925-04-15 1925-12-17 Alexander Beldimano Improvements in internal combustion engines
NL7215382A (fr) * 1971-11-15 1973-05-17
US4715336A (en) * 1985-02-28 1987-12-29 Ficht Gmbh Four-stroke internal combustion piston engine
EP0454627A2 (fr) * 1990-02-26 1991-10-30 Paolo Lombardi Moteur avec pistons à double effet et sans bielles
WO1997020132A1 (fr) * 1995-11-24 1997-06-05 Jacques Pellerin Machine volumetrique a distribution rotative
GB2317417A (en) * 1996-09-18 1998-03-25 Ronald Clive Mallier Rotary valve for an i.c. engine

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