AU741127B2 - Method for controlling machine piston movement, implementing device and balancing of said device - Google Patents
Method for controlling machine piston movement, implementing device and balancing of said device Download PDFInfo
- Publication number
- AU741127B2 AU741127B2 AU97511/98A AU9751198A AU741127B2 AU 741127 B2 AU741127 B2 AU 741127B2 AU 97511/98 A AU97511/98 A AU 97511/98A AU 9751198 A AU9751198 A AU 9751198A AU 741127 B2 AU741127 B2 AU 741127B2
- Authority
- AU
- Australia
- Prior art keywords
- piston
- arms
- dead center
- axis
- top dead
- 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
Links
- 238000000034 method Methods 0.000 title claims description 11
- 238000002485 combustion reaction Methods 0.000 claims description 30
- 238000006073 displacement reaction Methods 0.000 claims description 11
- 239000000446 fuel Substances 0.000 claims description 10
- 239000002283 diesel fuel Substances 0.000 claims description 2
- 238000002347 injection Methods 0.000 claims description 2
- 239000007924 injection Substances 0.000 claims description 2
- 210000000707 wrist Anatomy 0.000 claims description 2
- 239000012530 fluid Substances 0.000 claims 3
- 230000000977 initiatory effect Effects 0.000 claims 1
- 239000007789 gas Substances 0.000 description 7
- 238000012546 transfer Methods 0.000 description 6
- 239000000203 mixture Substances 0.000 description 5
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007717 exclusion Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
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
- F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
-
- 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
- F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
- F01B17/02—Engines
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Transmission Devices (AREA)
- Portable Nailing Machines And Staplers (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
Description
WO 99/20881 PCT/FR98/02227 1 METHOD FOR CONTROLLING MACHINE PISTON MOVEMENT, IMPLEMENTING DEVICE AND BALANCING OF SAID DEVICE The invention relates to the operating dynamics of the connecting rod/crankshaft system of piston engines, reciprocating compressors or any machine with a piston, and more specifically non-polluting or pollution reducing engines with an independent combustion and/or expansion chamber.
Two-stroke or four-stroke internal combustion engines operate, in the main, using a well-known connecting rod/crank system driving (and driven by) a piston sliding in a cylinder. The piston, in its downstroke, takes in an air/fuel mixture then compresses it in its upstroke toward the combustion chamber in the top part of the cylinder, at its smallest volume, where it is ignited, and its temperature and pressure rise.
The gases, having thus been raised to a very high pressure, on expanding as their pressure decreases drive back the piston which, via the connecting rod, drives the rotation of the crankshaft thus creating work known as the power stroke.
The path of the piston, which describes an essentially sinusoidal curve, creates constant piston motion and, although its movement is slowed down near top dead center, the piston is always in motion. This state of affairs faces engine manufacturers with one of their greatest problems, more specifically at the time of combustion which has to be triggered by ignition prior to top dead center. The start of combustion therefore causes an increase in pressure which generates negative work which causes some of the engine output to be lost while the piston begins its downstroke, increasing the volume of the chamber tending to reduce the pressure that combustion tends to increase when the charge has not completed its combustion. Likewise, upon closure of the exhaust and CONFIRMATION
COPY
WO 99/20881 PCT/FR98/02227 2 opening of the inlet, there is negative work through the drop in pressure during the movements of early opening and closure of the ports.
In his published patent application WO 96/27737, the author has described a method for depolluting an engine with an independent external combustion chamber, operating on the dual-mode principle using two sources of energy, using either a conventional fuel of the gasoline or diesel oil type, on roads (single-mode air/fuel operation) or, at low speed, particularly in towns and suburbs, adding compressed air (or any other non-polluting gas) to the exclusion of any other fuel (single-mode air operation, that is to say with the addition of compressed air). In his patent application 96/07714, the author has described the installation of this type of engine in single-mode operation, with the addition of compressed air, in service vehicles, for example town buses.
In this type of engine, in air/fuel mode, the air/fuel mixture is drawn into and compressed in an independent intake and compression chamber. This mixture is then transferred, still under pressure, to an independent and constant-volume combustion chamber where it is ignited so as to increase the temperature and pressure of said mixture. After a transfer port connecting said combustion or expansion chamber to a pressure-reducing expansion and exhaust chamber, this mixture will be expanded in the latter chamber to produce work. The expanded gases are then discharged to the atmosphere through an exhaust pipe.
When operating on air, at low power, the fuel injector is no longer operated; in this case, there is introduced into the combustion chamber, somewhat after the fuel-free compressed air from the intake and compression chamber has been let into the latter, a small amount of additional compressed air from an external reservoir where the air is stored at high pressure, for example 200 bar, at ambient temperature.
WO 99/20881 PCT/FR98/02227 3- This small amount of compressed air at ambient temperature will heat up upon contact with the mass of air at high temperature contained in the combustion or expansion chamber, will expand and increase the pressure in the chamber to allow engine work to be delivered during expansion.
In this type of engine, known as a nonpolluting or depolluting engine, the transfer of gases or air from the combustion chamber to the pressurereducing expansion chamber must also begin before top dead center and create negative work which is prejudicial to the correct operation of the engine just as the pressure has to be built up in the pressurereducing expansion chamber before the piston begins its downstroke.
One of the main problems of the conventional connecting rod/crank system is a loss of output and pollution during the operations of ignition, combustion, injection, transfer, end of exhaust and/or start of intake. To solve this problem, it has been noted that these operations take place in volumes which always vary, and specifically the piston is always in motion and the volumes generated thereby are never constant.
More specifically, the subject of the invention is a method for controlling the movement of a piston of a machine such as an engine or compressor, characterized by the means implemented and more specifically by the fact that at top dead center the motion of the piston is halted and the piston is kept at top dead center for a period of time that allows the following operations to be performed at constant volume: the operations of ignition and of combustion, in the case of conventional engines, the operations of injecting fuel, in the case of diesel engines, WO 99/20881 PCT/FR98/02227 4 the operations of transferring gas and/or compressed air, in the case of engines with an independent combustion and/or expansion chamber, the operations of end of exhaust, start of admission in all cases of engines and other compressors.
It is therefore possible, in the case of a conventional 2-stroke or 4-stroke engine, to ignite the charge while the piston is kept at top dead center and while the combustion chamber remains at its smallest volume, constantly, to wait for the charge to have been completely burnt before beginning the piston downstroke, this having the effect of eliminating the back pressure during early ignition (as in current engines) and, by virtue of more complete combustion, to obtain exhaust gas emissions which cause little pollution.
In the case of a diesel engine, it is thus possible to inject the fuel while the piston is at top dead center, thus avoiding back pressures due to the start of combustion before top dead center and which produce negative work.
It is thus possible, in the case of an engine with an independent combustion and/or expansion chamber, to transfer the pressure of the gases and/or of the compressed air into the pressure-reducing expansion chamber without creating any back pressure before the piston reaches top dead center and wait for transfer to have occurred before the piston begins its downstroke increasing the volume of the pressurereducing expansion chamber, which would have the effect of losing pressure and therefore power.
In all cases, it is possible to close the exhaust port as the piston reaches top dead center, or shortly before, thus avoiding pressure drops due to early closure and to open the inlet before the piston begins its downstroke.
WO 99/20881 PCT/FR98/02227 5 Stopping the piston and keeping it at top dead center can be achieved by any means known to the person skilled in the art, for example cams, pinions, etc.
As a preference, to allow the piston to be stopped at top dead center, and according to another aspect of the invention, the piston is controlled by a pressure lever device itself controlled by a connecting rod/crank system. The term "pressure lever" is used to describe a system of two articulated arms, one of which has a stationary end or pivot and the other of which can move along an axis. If a force approximately perpendicular to the axis of the two arms is exerted when the arms are aligned on the articulation between these two arms, then the free end is made to move. This free end may be connected to the piston and control its movements. The piston reaches its top dead center roughly when the two articulated rods are one in the continuation of the other (at around 1800) The crankshaft is connected by a control connecting rod to the articulation pin of the two arms.
The position of the various elements in space and their dimensions allow the characteristics of the dynamics of the assembly to be altered. The position of the stationary end determines an angle between the axis of displacement of the piston and the axis of the two arms when they are aligned. The position of the crankshaft determines an angle between the control connecting rod and the axis of the two arms when they are aligned. The variation of the values of these angles, and of the lengths of the connecting rods and arms, makes it possible to determine the angle of rotation of the crankshaft for which the piston is halted at top dead center. This corresponds to the length of time for which the piston is stationary.
According to a particular embodiment, the entire device (piston and pressure lever) is balanced by extending the lower arm beyond its stationary end or pivot, using a mirror-image pressure lever which is WO 99/20881 PCT/FR98/02227 6 opposed in terms of direction, symmetric and of the same moment of inertia to which there is connected, with the ability to move along an axis parallel to the axis of displacement of the piston, a mass with identical moment of inertia opposed in terms of direction to that of the piston. The moment of inertia is defined as the product of the mass times the distance from its center of gravity to the point of reference. In the case of a multi-cylinder engine, the opposed mass may be a piston which is operating normally like the piston it is balancing.
The invention applies to all conventional combustion engines of all types, more particularly to non-polluting and depolluting engines with a constantvolume independent combustion or expansion chamber, just as it applies to compressors or other machines which involve pistons. The number of piston [sic], the shapes and sizes of the connecting rods may vary without in any way altering the invention which has just been described.
Other objects, advantages and features of the invention will become apparent upon reading the description, without implied limitation, of a number of embodiments which is given with reference to the appended drawings, in which: Figure 1 depicts, diagrammatically, viewed in cross section, one example of the dynamics for controlling a piston according to the invention.
Figure 2 depicts a curve of the travel of the piston according to the invention compared with the curve of the travel of a conventional piston.
Figure 3 depicts a device according to the invention equipped with balancing using a mass of the same moment of inertia.
Figure 4 depicts a device according to the invention equipped with balancing using a piston operating in opposition.
WO 99/20881 PCT/FR98/02227 7 Figure 1 shows diagrammatically, viewed in cross section, a device according to the invention and for its implementation in which the piston 1 (depicted at top dead center), sliding in a cylinder 2, is controlled by a pressure lever. The piston 1 is connected by its pin to the free end 1A of a pressure lever consisting of an arm 3 articulated to a pin common to another arm 4 fixed to pivot, on a stationary pin 6. Attached to the pin 5 common to the two arms 3 and 4 is a control connecting rod 7 connected to the wrist pin 8 of a crankshaft 9 rotating about its pin As the crankshaft rotates, the control connecting rod 7 exerts force on the common pin 5 of the two arms 3 and 4 of the pressure lever, thus allowing the piston 1 to move along the axis of the cylinder 2, and in return transmits to the crankshaft 9 the forces exerted on the piston 1 during the power stroke, thus causing it to rotate. The stationary pin 6 is positioned laterally with respect to the axis of displacement of the piston 1 and determines an angle A between the axis of displacement of the piston and the axis of alignment X'X of the two arms 3 and 4 when they are aligned. The crankshaft is positioned laterally with respect to the axis of the cylinder and/or of the pressure lever and its position determines an angle B between the control connecting rod 7 and the axis of alignment X'X of the two arms 3 and 4 when they are aligned. By varying the angles A and B and the lengths of the various connecting rods and arms, the dynamic characteristics of the assembly are altered to obtain a curve of the travel of the piston 1 which is asymmetric and determine the angle of rotation of the crankshaft for which the piston is kept stationary at top dead center.
By way of nonlimiting example of one embodiment of the device according to the invention, the displacement of the piston describes the curve depicted in Figure 2 with the following dimensions and positions: WO 99/20881 PCT/FR98/02227 -8 crankshaft throw: 32.8 mm length of control connecting rod 7: 99.76 mm length of piston arm 3: 124 mm length of lower arm 4: 128 mm Angle A: 21.40 Angle B: 29.60 It can thus be seen from Figure 2 that, in this configuration, on the curve 11, the piston remains at top dead center over an angle of 70' while a curve of the displacement of a piston with a conventional connecting rod/crank system 12 with the same stroke shows that the piston stops only at a point (top dead center) The person skilled in the art will thus be able to choose the time for which the piston is stationary at top dead center to suit the desired operating parameters: combustion period, duration of the transfer, etc. without thereby altering the principle of the invention.
This dynamic assembly is balanced according to the invention, Figure 3, by extending the lower arm 4 beyond its stationary end or pivot 6 by a mirror-image pressure lever consisting of 2 arms 4A and 3A articulated to a common pin 5A to which is attached, at the free end 1B a mass 15 moving along an axis parallel to the axis of displacement of the piston i. The arm 4a which is the extension of the lower arm 4 is in fact the same part. With respect to the pivot point 6, the moment of inertia of the arms 4 and 4A are identical, and the same is true of the moments of inertia of the arms 3 and 3A and the moments of inertia of the piston 1 and of its balancing mass 15. The pressure lever system is thus perfectly balanced, while the control connecting rod 7 and crankshaft assembly are balanced in the conventional way. This arrangement is more particularly beneficial when balancing single-cylinder engines or non-symmetric multi-cylinder assemblies.
WO 99/20881 PCT/FR98/02227 9- In the case of a symmetric multi-cylinder assembly, depicted in Figure 4, the balancing mass is an opposed piston IC moving along an axis parallel to the piston i, and the pistons balance each other. The arms 3A and 4A are symmetric with the arms 3 and 4 and balance each other.
The invention is not restricted to the embodiments described and depicted. The angles A and B may be positive or negative together or separately or not simultaneously zero. The number of cylinders can vary in even or odd number, the method of halting the piston and keeping it stationary at top dead center may be achieved by other means such as cams or pinions or some other way, without thereby altering the invention which has just been described.
Claims (8)
1. A method for controlling the movement of a piston sliding between a top dead center position and a bottom dead center position in a cylinder of a reciprocating engine that has a combustion and/or expansion chamber separate from but in fluid connection with the cylinder, the method being characterized in that it includes the step of substantially halting the movement of the piston at top dead center while pressure in said chamber equilibrates with the pressure in the cylinder after ignition or after the introduction of fluid into said chamber. .o* 15
2. A method according to Claim 1 for controlling the movement of a piston in an internal combustion engine, characterized in that the operations of ignition and coo e combustion are performed while substantially halting the piston at top dead center to avoid back pressures formerly S 20 due to early ignition before top dead center and to permit combustion to take place for an extended period of time.
3. A method according to Claim 1 for controlling the movement of a piston in an internal combustion engine of the diesel type, characterized in that the injection of fuel and the consequent initiation of combustion is performed while the piston is substantially halted at top dead center to thereby avoid the back pressures formerly due to the ignition of diesel fuel injected before top dead center.
4. A method for controlling the movement of a piston according to any one of Claims 1 to 3 wherein the reciprocating engine has an exhaust valve and an inlet 11 valve, characterized in that the operations of closing the exhaust valve and/or opening the inlet valve are performed, at least in part, while the piston is substantially halted at top dead center.
A device for implementing the method according to any one of Claims 1 to 4 comprising a reciprocating engine having a piston working in a cylinder and a combustion and/or expansion chamber that is separate from but in fluid connection with the cylinder, characterized in that the displacement of the piston is controlled by a pressure lever consisting of two arms 4) articulated together one of which arms has a stationary end and the other of which arms has a free end connected to the piston pin of the 15 piston which moves along the axis of the cylinder when force is exerted on the pin common to the two arms (3, said force being transmitted by a control connecting rod which connects the pin common to the two arms 4) of the pressure lever to the wrist pin of a crankshaft positioned laterally with respect to the axis of ooo* displacement of the piston said control connecting rod driving the rotation of the crankshaft when the forces are applied to the piston during the power stroke, and, characterized in that when the arms 4) of the pressure lever are aligned on an axis of alignment the position of the stationary end determines an first angle and the lateral positioning of the crankshaft (9) determines a second angle between the control connecting rod and the axis of alignment X) of the two arms 4) of the pressure lever, it being possible for the angles thus determined to be positive, negative or not simultaneously zero. 12
6. A device according to Claim 5, characterized in that the variation of the values of the angles formed between the axis of alignment X) of the two arms 4) of the pressure lever and the axis of displacement of the piston and between the axis of alignment X) and the control connecting rod of the lengths of the control connecting rod and of the arms 4) of the pressure lever, dictate the overall dynamics of the device and determines the angle of rotation of the crankshaft during which the piston is substantially halted at top dead center.
7. A device according to Claims 6 or 7, characterized in that, for balancing purposes, the lower arm of the pressure lever is extended beyond its stationary end or pivot by a mirror-image piston lever consisting of two arms (4A, 3A) articulated to a common pin (5A) to which is S"attached, at the free end a mass (15) moving along an axis parallel to the axis of displacement of the piston (1) and in such a way that, with respect to the stationary end or pivot the moment of inertia of the arms connected to the stationary end (4,4A) of the articulation pins of the arms connected to the piston and to the mass (3,3A) and the moment of inertia of the piston and that of the balancing mass (15) are identical to each other.
8. A device according to Claim 7, characterized in that the balancing mass is an opposed piston the weight, moment of inertia and operation of which are identical to those of the main piston (1)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR97/13313 | 1997-10-17 | ||
| FR9713313A FR2769949B1 (en) | 1997-10-17 | 1997-10-17 | METHOD FOR CONTROLLING THE MOVEMENT OF A MACHINE PISTON, DEVICE FOR IMPLEMENTING AND BALANCING THE DEVICE |
| PCT/FR1998/002227 WO1999020881A1 (en) | 1997-10-17 | 1998-10-16 | Method for controlling machine piston movement, implementing device and balancing of said device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU9751198A AU9751198A (en) | 1999-05-10 |
| AU741127B2 true AU741127B2 (en) | 2001-11-22 |
Family
ID=9512578
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU97511/98A Ceased AU741127B2 (en) | 1997-10-17 | 1998-10-16 | Method for controlling machine piston movement, implementing device and balancing of said device |
Country Status (28)
| Country | Link |
|---|---|
| EP (1) | EP1023531B1 (en) |
| JP (1) | JP2001521094A (en) |
| KR (1) | KR20010024419A (en) |
| CN (1) | CN1272162A (en) |
| AP (1) | AP2000001775A0 (en) |
| AT (1) | ATE243298T1 (en) |
| AU (1) | AU741127B2 (en) |
| BG (1) | BG104244A (en) |
| BR (1) | BR9813084A (en) |
| CA (1) | CA2306412A1 (en) |
| CZ (1) | CZ295735B6 (en) |
| DE (1) | DE69815705T2 (en) |
| DK (1) | DK1023531T3 (en) |
| EA (1) | EA200000423A1 (en) |
| ES (1) | ES2210833T3 (en) |
| FR (1) | FR2769949B1 (en) |
| HU (1) | HUP0003919A3 (en) |
| IL (1) | IL135681A0 (en) |
| NO (1) | NO20001698L (en) |
| NZ (1) | NZ504459A (en) |
| OA (1) | OA12308A (en) |
| PL (1) | PL340071A1 (en) |
| PT (1) | PT1023531E (en) |
| SK (1) | SK3962000A3 (en) |
| TR (1) | TR200001032T2 (en) |
| UA (1) | UA49973C2 (en) |
| WO (1) | WO1999020881A1 (en) |
| YU (1) | YU21700A (en) |
Families Citing this family (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2821646B1 (en) * | 2001-03-05 | 2003-07-25 | Guy Negre | PISTON OF MOTOR OR OTHER MACHINES |
| FR2821643B1 (en) * | 2001-03-05 | 2003-05-30 | Guy Negre | COMPRESSED AIR ENGINE EXPANSION CHAMBER |
| JP4119151B2 (en) * | 2001-06-27 | 2008-07-16 | 本田技研工業株式会社 | Internal combustion engine |
| FR2831598A1 (en) | 2001-10-25 | 2003-05-02 | Mdi Motor Dev Internat | COMPRESSOR COMPRESSED AIR-INJECTION-MOTOR-GENERATOR MOTOR-GENERATOR GROUP OPERATING IN MONO AND PLURI ENERGIES |
| FR2837530B1 (en) | 2002-03-21 | 2004-07-16 | Mdi Motor Dev Internat | INDIVIDUAL COGENERATION GROUP AND PROXIMITY NETWORK |
| FR2838769B1 (en) | 2002-04-22 | 2005-04-22 | Mdi Motor Dev Internat | VARIABLE FLOW RATE VALVE AND PROGRESSIVE CONTROLLED VALVE DISTRIBUTION FOR COMPRESSED AIR INJECTION ENGINE OPERATING IN MONO AND MULTIPLE ENERGY AND OTHER MOTORS OR COMPRESSORS |
| GB2392475A (en) * | 2002-08-27 | 2004-03-03 | Edward Allen | I.c. engine connecting rod arrangement |
| FR2856111B1 (en) * | 2003-06-11 | 2005-08-05 | Renault Sa | INTERNAL COMBUSTION ENGINE WITH VARIABLE COMPRESSION RATIO |
| FR2862349B1 (en) * | 2003-11-17 | 2006-02-17 | Mdi Motor Dev Internat Sa | ACTIVE MONO AND / OR ENERGY-STAR ENGINE WITH COMPRESSED AIR AND / OR ADDITIONAL ENERGY AND ITS THERMODYNAMIC CYCLE |
| US8365698B2 (en) | 2004-01-12 | 2013-02-05 | Liquidpiston, Inc. | Hybrid cycle combustion engine and methods |
| KR100567255B1 (en) * | 2004-04-27 | 2006-04-03 | 현대모비스 주식회사 | Gear row shaft deformation prevention structure of driving part of audio / video system |
| JP2007120429A (en) * | 2005-10-28 | 2007-05-17 | Toyota Central Res & Dev Lab Inc | Internal combustion engine and compressor |
| FR2904054B1 (en) | 2006-07-21 | 2013-04-19 | Guy Joseph Jules Negre | CRYOGENIC MOTOR WITH AMBIENT THERMAL ENERGY AND CONSTANT PRESSURE AND ITS THERMODYNAMIC CYCLES |
| EP2047065A2 (en) | 2006-08-02 | 2009-04-15 | Liquidpiston, Inc. | Hybrid cycle rotary engine |
| US8863724B2 (en) | 2008-08-04 | 2014-10-21 | Liquidpiston, Inc. | Isochoric heat addition engines and methods |
| CA2830653C (en) | 2011-03-29 | 2019-11-05 | Liquidpiston, Inc. | Cycloid rotor engine |
| SG10201708784YA (en) | 2013-01-25 | 2017-12-28 | Liquidpiston Inc | Air-cooled rotary engine |
| CN103233824B (en) * | 2013-04-28 | 2015-08-26 | 李宜平 | A kind of Capacity-controllingconstant constant pressure system of engine |
| KR101418469B1 (en) * | 2013-07-04 | 2014-07-16 | 주식회사 지엔테크 | Syringe pump |
| CN114810342B (en) * | 2022-04-24 | 2023-04-25 | 杨哲 | Constant volume heating circulation structure of internal combustion engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| FR713138A (en) * | 1931-03-12 | 1931-10-22 | Heavy oil engine | |
| FR2581702A1 (en) * | 1985-05-10 | 1986-11-14 | Bruey Raymond | Internal combustion engine |
| DE19533696A1 (en) * | 1995-09-12 | 1997-03-13 | Guenter Dipl Ing Caspari | Piston=type IC engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR390489A (en) * | 1908-05-19 | 1908-10-06 | Henry Sydney White | Internal combustion engine |
| DE9316389U1 (en) * | 1993-10-27 | 1995-03-09 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Internal combustion engine with variable compression ratio |
| FR2731472B1 (en) | 1995-03-06 | 1997-08-14 | Guy Negre | METHOD AND DEVICES FOR CLEANING AN INTERNAL COMBUSTION ENGINE WITH AN INDEPENDENT COMBUSTION CHAMBER |
| DE19515325A1 (en) * | 1995-04-18 | 1996-10-24 | Juergen Peter Hill | Valve controlled two-stroke diesel motor with articulated connecting rod |
| DE29713374U1 (en) * | 1997-07-28 | 1997-09-25 | Ehly, Matthias, 41569 Rommerskirchen | Connecting rod for reciprocating piston engines |
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1997
- 1997-10-17 FR FR9713313A patent/FR2769949B1/en not_active Expired - Fee Related
-
1998
- 1998-10-16 EA EA200000423A patent/EA200000423A1/en unknown
- 1998-10-16 PL PL98340071A patent/PL340071A1/en unknown
- 1998-10-16 JP JP2000517183A patent/JP2001521094A/en active Pending
- 1998-10-16 YU YU21700A patent/YU21700A/en unknown
- 1998-10-16 AU AU97511/98A patent/AU741127B2/en not_active Ceased
- 1998-10-16 HU HU0003919A patent/HUP0003919A3/en unknown
- 1998-10-16 NZ NZ504459A patent/NZ504459A/en unknown
- 1998-10-16 ES ES98951534T patent/ES2210833T3/en not_active Expired - Lifetime
- 1998-10-16 BR BR9813084-6A patent/BR9813084A/en active Search and Examination
- 1998-10-16 CZ CZ2000930A patent/CZ295735B6/en not_active IP Right Cessation
- 1998-10-16 AT AT98951534T patent/ATE243298T1/en not_active IP Right Cessation
- 1998-10-16 PT PT98951534T patent/PT1023531E/en unknown
- 1998-10-16 CN CN98809581A patent/CN1272162A/en active Pending
- 1998-10-16 DK DK98951534T patent/DK1023531T3/en active
- 1998-10-16 IL IL13568198A patent/IL135681A0/en unknown
- 1998-10-16 EP EP98951534A patent/EP1023531B1/en not_active Expired - Lifetime
- 1998-10-16 OA OA00000110A patent/OA12308A/en unknown
- 1998-10-16 KR KR1020007003664A patent/KR20010024419A/en not_active Ceased
- 1998-10-16 CA CA002306412A patent/CA2306412A1/en not_active Abandoned
- 1998-10-16 DE DE69815705T patent/DE69815705T2/en not_active Expired - Fee Related
- 1998-10-16 WO PCT/FR1998/002227 patent/WO1999020881A1/en not_active Ceased
- 1998-10-16 UA UA2000042155A patent/UA49973C2/en unknown
- 1998-10-16 TR TR2000/01032T patent/TR200001032T2/en unknown
- 1998-10-16 SK SK396-2000A patent/SK3962000A3/en unknown
-
2000
- 2000-03-15 BG BG104244A patent/BG104244A/en unknown
- 2000-03-24 AP APAP/P/2000/001775A patent/AP2000001775A0/en unknown
- 2000-04-03 NO NO20001698A patent/NO20001698L/en not_active Application Discontinuation
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR713138A (en) * | 1931-03-12 | 1931-10-22 | Heavy oil engine | |
| FR2581702A1 (en) * | 1985-05-10 | 1986-11-14 | Bruey Raymond | Internal combustion engine |
| DE19533696A1 (en) * | 1995-09-12 | 1997-03-13 | Guenter Dipl Ing Caspari | Piston=type IC engine |
Also Published As
| Publication number | Publication date |
|---|---|
| UA49973C2 (en) | 2002-10-15 |
| EP1023531B1 (en) | 2003-06-18 |
| CZ2000930A3 (en) | 2000-12-13 |
| EP1023531A1 (en) | 2000-08-02 |
| KR20010024419A (en) | 2001-03-26 |
| HUP0003919A3 (en) | 2002-02-28 |
| FR2769949B1 (en) | 1999-12-24 |
| NO20001698D0 (en) | 2000-04-03 |
| DE69815705T2 (en) | 2004-06-03 |
| HUP0003919A2 (en) | 2001-04-28 |
| SK3962000A3 (en) | 2002-03-05 |
| CZ295735B6 (en) | 2005-10-12 |
| EA200000423A1 (en) | 2000-12-25 |
| BR9813084A (en) | 2000-08-22 |
| JP2001521094A (en) | 2001-11-06 |
| AP2000001775A0 (en) | 2000-04-16 |
| AU9751198A (en) | 1999-05-10 |
| YU21700A (en) | 2001-09-28 |
| NZ504459A (en) | 2000-12-22 |
| FR2769949A1 (en) | 1999-04-23 |
| CN1272162A (en) | 2000-11-01 |
| PT1023531E (en) | 2003-11-28 |
| OA12308A (en) | 2006-05-12 |
| IL135681A0 (en) | 2001-05-20 |
| PL340071A1 (en) | 2001-01-15 |
| NO20001698L (en) | 2000-05-29 |
| BG104244A (en) | 2000-10-31 |
| DE69815705D1 (en) | 2003-07-24 |
| DK1023531T3 (en) | 2003-10-06 |
| ATE243298T1 (en) | 2003-07-15 |
| TR200001032T2 (en) | 2000-07-21 |
| ES2210833T3 (en) | 2004-07-01 |
| WO1999020881A1 (en) | 1999-04-29 |
| CA2306412A1 (en) | 1999-04-29 |
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|---|---|---|---|
| MK6 | Application lapsed section 142(2)(f)/reg. 8.3(3) - pct applic. not entering national phase | ||
| TH | Corrigenda |
Free format text: IN VOL 14, NO 8, PAGE(S) 1302-1305 UNDER THE HEADING APPLICATIONS LAPSED, REFUSED OR WITHDRAWN PLEASE DELETE ALL REFERENCE TO APPLICATION NO. 97502/98, 97511/98, 97554/98, 11598/99, 11695/99, 11713/99, 12415/99, 28463/99, 29349/99 AND 29543/99 |
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| FGA | Letters patent sealed or granted (standard patent) | ||
| MK14 | Patent ceased section 143(a) (annual fees not paid) or expired |