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WO1988000650A2 - Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle - Google Patents

Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle Download PDF

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Publication number
WO1988000650A2
WO1988000650A2 PCT/DE1987/000315 DE8700315W WO8800650A2 WO 1988000650 A2 WO1988000650 A2 WO 1988000650A2 DE 8700315 W DE8700315 W DE 8700315W WO 8800650 A2 WO8800650 A2 WO 8800650A2
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
evaporator
metering
mixture
pipe
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/DE1987/000315
Other languages
German (de)
English (en)
Other versions
WO1988000650A3 (fr
Inventor
Abdel Halim Saleh
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.)
Gesellschaft fur Innovations-Management Marketing-
Original Assignee
Gesellschaft fur Innovations-Management Marketing-
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 Gesellschaft fur Innovations-Management Marketing- filed Critical Gesellschaft fur Innovations-Management Marketing-
Publication of WO1988000650A2 publication Critical patent/WO1988000650A2/fr
Publication of WO1988000650A3 publication Critical patent/WO1988000650A3/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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • 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
    • F01L7/027—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with two or more valves arranged coaxially
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for fuel and mixture processing in gasoline internal combustion engines according to claim 1 and a device according to the preamble of claim 23.
  • Figure 1 is a schematic representation of the supply of the charge prepared in a mixing room into a combustion chamber of an Otto engine
  • Figure 2 is a block functional circuit diagram of a fuel processing and supply system of an Otto engine
  • Figure 3 shows a longitudinal section through a fuel evaporator along line III-III in Figure 4;
  • Figure 4 shows a cross section through the fuel evaporator according to Figure 3 along line IV-IV;
  • Figure 5 shows a schematically illustrated longitudinal section through a metering distributor
  • Figure 6 shows a partial and enlarged
  • Figure 6a is a partially shown longitudinal section by another embodiment example
  • Figure 6b shows a cross section through the exemplary embodiment of the fuel evaporator according to Figure 6a along line VIb-VIb;
  • Figure 7 shows the change in the opening cross-sections or time sequences of a metering orifice in relation to the respective crankshaft angle
  • Figure 8 is a partially shown cross section through individual pipes of the metering distributor in the
  • Figure 9 is a schematic representation of the assignment of metering distributor to a cylinder
  • Figure 10 is a plan view of the arrangement of Figure 9;
  • Figure 11 is a graphical comparison of the pressure / volume ratio in the cylinder of known gasoline engines that work according to the present invention.
  • Figure 12 is a graphic representation of the cross section of the metering orifices at different crankshaft angles.
  • Figure 13 is a schematic representation of a central supply.
  • the pump 3 conveys the liquid fuel from a tank 1 through a filter 2 and a distributor pipe 46 into a power plant.
  • the fuel is distributed in a thin falling film on the surface of the evaporator tubes 45 of the fuel evaporator 8 through slots or holes in the distribution pipe 46.
  • two evaporator tubes 45 which are arranged one below the other and through which exhaust gas flows, are combined in a central housing, the so-called chamber jacket 54.
  • the housing itself is only open at the top, to the distributor pipe 46.
  • the space contained in the chamber jacket 54 is divided into separate chambers by vertical, rib-like intermediate walls 55.
  • the evaporator tubes 45 in FIG. 2 run through the fuel evaporator 8 run parallel to an exhaust pipe 56.
  • a section 60 of the exhaust pipe 56 houses a thermostatic valve 57 60, so that there is a relatively high flow resistance. Due to the relative flow resistances of the Steam pipes 45 to that of the exhaust pipe 56 are a variable size of the mass flow of the exhaust gases. This also regulates the temperature of the exhaust gases in the evaporator tube 45 analogously.
  • the thermal valve 57 completely blocks the section 60; d. H. the entire exhaust gas flow flows through the evaporator tubes 45 of the fuel evaporator 8.
  • the constructive narrowing of the evaporator tubes 45 after the fuel evaporator 8 brings about a counterpressure in the exhaust gas stream, which in turn ensures a rapid temperature rise in the fuel evaporator 8.
  • the valve 57 opens and thus forms a bypass which forwards part of the exhaust gas flow through the section 60 into the exhaust pipe 56 and into the exhaust.
  • an electrical heater 9 heating hedgehog
  • a connection of max. 500 watts depending on the respective evaporator size, provided.
  • this is only activated for a fraction of a second in cold starts (for 1-3 seconds), in extreme short-distance traffic, in long phases of engine pushing (long downhill runs) and at temperatures well below zero degrees Celsius.
  • the additional heater 9 can be mounted in the fuel vaporizer 8 directly under the distributor pipe 46. However, depending on the type, it can also be placed in the metering distributor 13, as shown in Figures 5 and 6a. In the latter case, a higher response sensitivity - especially during a cold start - is achieved.
  • the existing one System must then be supplemented by an additional distributor pipe 11 and 'a fuel supply valve 10th.
  • Evaporation chambers of the fuel evaporator 8 take over valves 4, 5 and 14 in the figure
  • the bypass valve 14 controls an increase in
  • Cooling resulting condensate is passed back into the fuel supply circuit via a reflux valve 6. Also with the metering distributor 13 is a
  • the isolating slide 47 regulates the available evaporation area.
  • a pressure sensor 61 in FIG. 2 controls a drive mechanism 48, 49 (see FIGS. 3 and 4) and increases the evaporation area via the isolating slide 47. If the offered exhaust gas temperature is not sufficient for a complete build-up of pressure, the electric heater 9 is briefly activated, at the same time the fuel supply valve 10 to the distributor pipe 11 opens.
  • the fuel evaporator 8 and the metering distributor 13 together with the drive, control, and heating are combined in a mechanical unit.
  • the sealing, heating and insulation problems will be greatly reduced.
  • the total volume of the system - 7 - also considerably reduced by the fact that a large number of parts can be saved • can.
  • a housing 28 encloses both the distributor 13 and the evaporator 8.
  • the metering distributor 13 With regard to the metering distributor 13, reference is made in particular to DE-OS 34 14 168.
  • the arrangement of the tubes according to Figure 8 is also related to this exemplary embodiment.
  • the metering distributor 13 also consists of four tubes 16, 17, 18 and 19 which are pushed into one another. These tubes each have different openings on their lateral surface for each combustion chamber 24, which for the sake of simplicity have the reference numbers 16a, 17a, 18a and 19a of the corresponding pipes are provided. Together, these openings each form a metering orifice 12 for each combustion chamber 24.
  • the relative setting of the openings to one another determines the size of the opening cross section and the timing of the metering orifice 12 in relation to the crankshaft angle.
  • Tube 17 in Figure 6 is mechanically driven by belt, chain or pulley 43 in a bearing 44 with a camshaft synchronous speed of the engine and sets the tube 18 via a drive shaft 39, an abutment 38, which is guided in axial guide grooves 35, and a Guide sleeve 36 in motion.
  • the openings 17a and 18a of the metering orifices of each closure enclosed by a cylinder housing 25 The combustion chamber 24 is positioned on the pipes 17 and 18 so that they sweep past the openings 16a and 19a in front of the metering orifice 12 during the suction stroke of the cylinder. In this way, as shown in FIG. 7, they expose the openings 16a and 19a of the corresponding cylinder feed.
  • the adjustment mechanism 31 shown in Fig. 5 (schematic) and 6 allows a - of e.g. an actuator of a mechanical or electric gas pedal to be actuated - slight displacement of the load tube 18 - in the direction of rotation, so that the diaphragm 17a remains partially closed. This is done via a sleeve 32, which is supported via a bearing 34 against the abutment 38, which is under the pressure of a spring 40. As shown in Figure 7, this diaphragm opening moves synchronously with the late crankshaft angle.
  • the sleeve 32 also surrounds a shoulder of a ball bearing housing 37, which is supported by a sealing ring 29 against the distributor housing 28. Seals are also provided in room 30.
  • the bearing 44 is held in the housing 37 by a locking disk 33.
  • the stationary tubes 16 and 19 are located between the rotating tubes 17 and 18.
  • the openings 16a and 19a of the tubes 16 and 19 thus form a slit-shaped diaphragm into one another as shown in Figure 7.
  • Their openings open directly into the metering diaphragm 12 and lead over the feed tubes 27 in Figure 9 into the mixing chamber 21 of the respective cylinder.
  • the circular section 51 in Figure 8 is installed in the tube 16 and fastened to the tube 19 via the driving pin 52.
  • the width of the opening 16a can be changed by a slight rotation of the tube 19.
  • the movement is carried out by the fresh air mass flow sensor via a mechanism 62, which is only shown schematically in FIG.
  • the size of the fresh air mass flow in this process mainly depends on the speed of the engine.
  • Curves 2, 5, 8 1 or 8 11 shown in Figure 11 represent a variable size of the air ratio to the cylinder.
  • Curves 2, 5, 8 'and 8' 1 in Figure 11 represent an air ratio in the vicinity of a spark plug 20 (at a KW angle of 120-180 degrees) of lambda - less 1- and in the rest of the load up to Piston (KW angle of 0-120 degrees) for a lean mixture of lambda - greater than 1-.
  • This state results in curves 0, 1, 3, 4, 6, 7.
  • the charge consists of starting from the piston crown
  • the non-working part i.e. from fresh air
  • the working part consisting of several layers of lean mixture corresponding to 120 degrees KW angle, and of several layers of fat mixture corresponding to the KW angles 120-180 degrees .
  • the working part When idling, the working part consists only of a rich mixture, see Figures la and le, and curve 0 in Figure 11.
  • the orifices 17a and 18a only need their smallest opening cross-section and thus the fuel consumption is lowest.
  • the construction according to the invention achieves that the openings shown in Figure 7 under Figures A, B, C, in the plane between the tubes 16 and 17 are formed.
  • the metering orifice 12 remains closed by the tube 18 at the start of the suction stroke.
  • a tube 53 ensures a bypass air flow.
  • This bypass air stream flows back to the main stream in the mixing chamber 21 via the tube 27 in FIG.
  • the aforementioned bypass air flow ensures a desired dilution of the fuel vapor in the tube 27 and also leads to a flushing of the tube towards the end of the suction stroke. This in turn creates a sharp end to the mixture flow and prevents the aforementioned HC emission increase.
  • the high-precision metering of the processed mixture by the metering distributor 13 also lends itself to use in conventional engines with combustion processes which are load-controlled by throttling. 'In such a case, the entire structure of the metering system can be greatly simplified, however, as can be dispensed to a specific feed to the stratification of the charge in the cylinder.
  • the mixture preparation system according to the invention then takes over the function of a multiple gasifier or injection system, with precise allocation of the fuel vapor for each individual cylinder.
  • the length of the metering distributor 13 is reduced to a third of its other size.
  • the advantage over a conventional central supply lies in the preparation of the fuel in vapor form and in its more precise and easier allocation and mixing with the fresh air flow.
  • the fuel vapor is supplied to the fresh air flow in the form of a continuous mass flow through a single metering orifice 12.
  • the process is greatly simplified: after the fuel vaporizer 8, only a slide 16 that can be adjusted on an orifice 19 is required for control, so that the free cutout of the orifice 19 is adapted to the air mass flow so that the optimum depending on the load and temperature of the fresh air drawn in Air ratio is set.
  • the slider 16 can be controlled mechanically as well as electronically or map-controlled. - 3 -
  • the fuel vapor flows out of the metering distributor 13 to the mixing chamber 21 (FIGS. 9, 10), where it mixes with the fresh suction air in the suction pipe 26 directly in front of the inlet valve 22, 23 and flows into the cylinder 24, 25 .
  • the mixture is set into a defined rotational movement in a specially designed inlet channel, which leads to the umbrella valve inlet valve, which is also related to the process, at the tangential inlet ( Figures 9, 10).
  • the fuel vapor is added to the fresh air flowing in according to the principle of the critical flow of the vapor into the metering orifice 12.
  • the respective orifice cross section can be derived from this principle, as shown in Figure 11.
  • stratification means "supplying the load” in a plane parallel to the piston crown. With the downward movement of the piston, the free volume is always filled with the new layer. At the end of the suction stroke, the part that is fed in first forms the lowermost layers near the piston and the last part that is fed in the charge forms the uppermost layers near the spark plug. This stratification also remains intact during the subsequent strokes. At maximum load, the orifice 12 remains open during the entire suction stroke, as a result of which the air flowing into the cylinder is continuously mixed with the required fuel vapor in order to achieve the desired concentration distribution along the axis of the cylinder.
  • a fuel-rich mixture (lambda less than 1) is formed near the spark plug, in the uppermost layers, and is continuously emaciated towards the piston (lambda greater than 1.1).
  • the size of the working part can be assigned depending on the required load of the engine, Figure 1.
  • the metering orifices 12 are activated such that the entire fresh air charge (FIG. 1c) is continuously charged with the fuel vapor as it flows into the mixing chamber 21 upstream of the inlet valve. This mass flow also accelerates the flow in the tube 27. The resulting mixture is fed in such a way that it then mixes with the main flow in the mixing chamber 21 upstream of the inlet valve 22 and simultaneously accelerates the main flow.
  • the metering tube 17 will close the total orifice 12.
  • the metering orifice 12 is opened only at full load. At partial load, it initially remains closed. Nevertheless, fresh air flows through the tubes 27 and 53. While diaphragm 12 is closed, diaphragms 16a, 19a and 17a are filled in their total wall thickness by the fuel vapor, diaphragm 18a forms the end. It is only during the suction stroke, when the orifices 17a and 18a continue to rotate, that the orifice 18a exposes the metering orifice 12. In this case, the critical fuel mass flow is determined by the size of the free cutouts between the orifice 16a and 17a. Name - parts list of the components and aids according to the invention

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  • 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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Le procédé comprend: a) un dispositif vaporiseur de carburant par un échangeur de chaleur à pression et à température réglées, traversé par les gaz d'échappement; b) un dispositif composé de diaphragmes rotatifs de dosage de distribution précise en fonction du régime et de la charge du carburant vaporisé au(x) cylindre(s) d'un moteur à combustion interne. Le dispositif peut être utilisé avec les moteurs suivants, de type conventionnel ou nouveau: à alimentation en mélange par un collecteur à tuyau central d'aspiration par un procédé d'étranglement; à alimentation en mélange et distribution au cylindre unique par un procédé d'étranglement; à alimentation en mélange et distribution au cylindre unique dans des procédés avec les gaz étranglés ou non étranglés dans des moteurs à charge stratifiée ou à mélange pauvre; c) un dispositif d'introduction du mélange dosé et homogène dans les canaux d'aspiration, la tête du cylindre ou la chambre de combustion d'un moteur à allumage par étincelle, afin de former des couches individuelles bien séparées en fonction de la charge, composées d'un mélange de carburant vaporisé/air frais et d'air frais pur.
PCT/DE1987/000315 1986-07-24 1987-07-11 Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle Ceased WO1988000650A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP3624977.7 1986-07-24
DE19863624977 DE3624977A1 (de) 1986-07-24 1986-07-24 Gemischaufbereitungs- und zuteilungsverfahren fuer otto-brennkraftmaschinen bestehend aus einem verfahren zur verdampfung von kraftstoffen in verbindung mit einem hochpraezisen dosiersystem zur zuteilung und zufuehrung des gemischs in den brennraum mit gleichzeitiger erzeugung einer schichtladung im zylinder

Publications (2)

Publication Number Publication Date
WO1988000650A2 true WO1988000650A2 (fr) 1988-01-28
WO1988000650A3 WO1988000650A3 (fr) 1988-06-02

Family

ID=6305846

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1987/000315 Ceased WO1988000650A2 (fr) 1986-07-24 1987-07-11 Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle

Country Status (3)

Country Link
AU (1) AU7693287A (fr)
DE (1) DE3624977A1 (fr)
WO (1) WO1988000650A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999006683A1 (fr) * 1997-08-01 1999-02-11 Ford Global Technologies, Inc. Moteur a combustion interne a essence
WO2007028363A1 (fr) * 2005-09-05 2007-03-15 Ullrich Speiser Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19612691C1 (de) * 1996-03-29 1997-09-18 Volker Dr Ing Till Verfahren zur Gemischbildung von Luft mit flüssigem Brennstoff in einem Wirbelrohr
DE19813891B4 (de) * 1998-03-28 2005-05-25 Gvp Gesellschaft Zur Vermarktung Der Porenbrennertechnik Mbh Verfahren zur Erzeugung eines Flüssigbrennstoff-/Luftgemischs zum Betrieb einer Brennkraftmaschine
JP2003090271A (ja) * 2001-07-11 2003-03-28 Toyota Motor Corp 内燃機関
US8763591B2 (en) * 2007-12-21 2014-07-01 Seok Ju Song Fuel heating equipment of diesel engine

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
DE348431C (de) * 1917-05-04 1922-02-09 Georg Keith Gemischbildungsregler fuer Verbrennungskraftmaschinen
DE480322C (de) * 1927-07-15 1929-08-03 Charles Luyckx Drehschieber, insbesondere fuer Brennkraftmaschinen
US2070189A (en) * 1936-07-29 1937-02-09 Rene J Bienvenu Diesel gas device or heater
US3738334A (en) * 1971-12-16 1973-06-12 Farr Co Emission reduction system
US3993036A (en) * 1974-08-27 1976-11-23 Tischler Wald E Internal combustion engine
FR2367925A1 (fr) * 1976-10-18 1978-05-12 Novak Paul Dispositif d'alimentation en carburant pour moteur a combustion interne
GB2048375A (en) * 1979-05-05 1980-12-10 Econo Fuel Systems Inc A hot I.C. engine fuel gas generator and control valve
DE3414168A1 (de) * 1984-04-14 1984-10-18 Abdel Halim Dr.-Ing. 7891 Hohentengen Saleh Ein verfahren zur kraftstoffzufuhr und arbeitsweise des ottokreisprozesses fuer niedrigen spezifischen kraftstoffverbrauch und schadstoffarme abgase bei allen lasten

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999006683A1 (fr) * 1997-08-01 1999-02-11 Ford Global Technologies, Inc. Moteur a combustion interne a essence
US6227151B1 (en) * 1997-08-01 2001-05-08 Ford Global Technologies, Inc. Gasoline internal combustion engine
WO2007028363A1 (fr) * 2005-09-05 2007-03-15 Ullrich Speiser Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale

Also Published As

Publication number Publication date
AU7693287A (en) 1988-02-10
DE3624977A1 (de) 1988-02-04
WO1988000650A3 (fr) 1988-06-02

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