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WO1996015362A1 - Perfectionnements de moteurs - Google Patents

Perfectionnements de moteurs

Info

Publication number
WO1996015362A1
WO1996015362A1 PCT/NZ1995/000104 NZ9500104W WO9615362A1 WO 1996015362 A1 WO1996015362 A1 WO 1996015362A1 NZ 9500104 W NZ9500104 W NZ 9500104W WO 9615362 A1 WO9615362 A1 WO 9615362A1
Authority
WO
WIPO (PCT)
Prior art keywords
die
engine
cylindrical member
piston
top surface
Prior art date
Application number
PCT/NZ1995/000104
Other languages
English (en)
Inventor
John Brengle Taylor
Original Assignee
John Brengle Taylor
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 John Brengle Taylor filed Critical John Brengle Taylor
Priority to DE19581354T priority Critical patent/DE19581354T1/de
Priority to GB9709331A priority patent/GB2310004A/en
Priority to JP8515951A priority patent/JPH10509494A/ja
Priority to AU36224/95A priority patent/AU3622495A/en
Publication of WO1996015362A1 publication Critical patent/WO1996015362A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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 present invention relates to engines and methods of operating engines. More particularly, although not exclusively, the present invention relates to modifications in the construction and operation of internal combustion engines.
  • a reciprocating piston type internal combustion engine including supercharging and turbocharging means, the engine being adapted so as to reduce its compression ratio and increase drive to the supercharger.
  • the reduction in compression ratio in each cylinder is effected by varying the timing of one or more inlet valves, more preferably by closing the one or more inlet valves prior to the end of die induction stroke of the cylinder.
  • the present invention provides for a reciprocating piston type internal combustion engine incorporating boosted induction.
  • the boosted induction is effected by means of supercharging and/or turbo-charging means.
  • die present invention provides for a method of varying valve timing in a reciprocating piston type internal combustion engine including: early opening of one or more exhaust valves and/or late closure of one or more inlet valves and/or d e closure of one or more inlet valves prior to the end of each induction stroke.
  • the closure of the one or more inlet valves prior to the end of die induction stroke occurs in conjunction with a reduction in compression ratio of the engine and/or in conjunction with boosted induction.
  • the method of varying valve timing further comprises: closing one or more inlet valves substantially at bottom dead centre of piston travel on crankshaft rotation.
  • the closure of the one or more inlet valves occurs up to 15 degrees of crank rotation after bottom dead centre, more preferably at or before bottom dead centre.
  • the inlet and exhaust valves action have little or no overlap, more preferably the exhaust valve opens at approximately 50 degrees before bottom dead centre.
  • the method of varying valve timing further comprises: delaying the closure of the one or more inlet valves until after the compression stroke has started.
  • the present invention provides for a variable timing wheel for a valve operating camshaft wherein the camshaft is driven by a variable timing, compound wheel.
  • the compound wheel comprises: a hub section located on or in association with the axis of a camshaft; a rotational drive means capable of transmitting rotational movement to the hub section about it's axis; a first actuation means, wherein the hub section, drive means and first actuation means are coaxial and are adapted so diat when the first actuation means is displaced along die axis, me hub section and rotational drive means rotate relative to one another around fl eir common axis.
  • the hub section comprises a drive shaft which protrudes from the axis of the camshaft and has a male meshing means adapted to mesh widi a complementary female meshing means in the first actuation means
  • the rotational drive means comprises a drive wheel adapted to mesh with the exterior of the first actuation means wherein when the first actuation means is axially displaced the hub section and d e rotational drive means are to rotationally displaced wim respect to one anodier.
  • d e camshaft has a female meshing means adapted to mesh wim a male meshing means in die first actuation means.
  • die meshing means comprise angled splines or slots which react and mesh with pins or recesses.
  • the first actuation means is displaced axially by hydraulic, electronic or mechanical means.
  • the first actuation means comprises a cylindrical body which incorporates meshing means on its outer surface and a female axial meshing recess at one or bodi ends.
  • the rotational drive means is constrained so as not to be capable of axial movement.
  • the first actuation means is controlled by an engine management system, a speed and/or load sensitive governor or directly by an operator.
  • the present invention provides for a piston for a compression ignition engine comprising: a cylindrical member having a central axis and a top surface or crown comprising a convex surface which is adapted so that upon fuel injection and subsequent compression of an air/fuel mixture, the air/fuel mixture is forced radially outward from the axis of the cylindrical member.
  • the top surface comprises a substantially convex conical surface which is symmetrical about the axis of the cylindrical member and where die conical shape extends radially to d e edge of die top surface.
  • die substantially convex conical surface extends outwards so diat a substantially flat annular portion is formed in die top surface between die edge of die convex conical surface and the edge of die cylinder.
  • piston and/or cylinder may be used in conjunction wim boosted induction.
  • die piston moves in a cylinder which is adapted so diat at the top of die compression stroke, the space between die cylinder head and die substantially flat annular surface surrounding die convex surface is of negligible volume, tiiereby expelling substantially all of the air between the aforesaid surfaces at d e top of d e compression stroke.
  • the piston and/or cylinder head in which die space between die cylinder head and die substantially flat annular surface is of negligible volume may be used in conjunction witii low boosted induction or no boosted induction.
  • the piston and/or cylinder head is used in conjunction wi i the valve timing method above.
  • valve timing is implemented by means of die variable timing wheel described above.
  • Figure 1 Illustrates an exploded view of a compound timing wheel construction
  • Figure 2 Illustrates a selection of piston crown profiles
  • Figure 3 Illustrates a perspective view of a piston crown
  • Figure 4 Illustrates a side view of a piston crown incorporating valve cutaways;
  • Figure 5 Illustrates a cross-sectional view of an articulated two piece piston;
  • Figure 6 Illustrates a cross-sectional view of a piston
  • Figure 7 Illustrates a cross-sectional view of a piston
  • Figure 8 Illustrates a side view of a prototype piston
  • Figure 9 Illustrates a cross-sectional view of a piston
  • Figure 10 ⁇ , b,c Illustrates cycle diagrams for starting, low speed and high speed engine operation
  • Figure 11 *, fc Illustrates cycle diagrams for variable inlet valve opening
  • Figure 13 Illustrates a modified cylinder head and piston.
  • Figure 14 Illustrates a cross section view of a modified piston in operation.
  • the valve movement is indicated by die arrow at die top of die cylinder.
  • Valve closure is denoted by an arrow pointing to die valve and valve opening is denoted by an arrow pointing away from the valve.
  • the present invention is generally concerned wi i methods and apparatus for varying the timing of valve opening and closure in internal combustion engines as well as cylinders for use in same. Such techniques have been examined in conjunction wi i modifications incorporating supercharging and turbocharging. A number of techniques will be discussed herein in die context of a reciprocating piston type internal combustion engine of me type described in patent specification No. PCT/NZ94/00109 in a variety of operating regimes.
  • An engine of die type described in patent specification No. PCT/NZ94/00109 was modified by incorporating a supercharging unit and turbocharging unit.
  • the engine was further modified so as to reduce it's compression ratio while increasing it's drive to die supercharger. It has been found diat an engine incorporating mese modifications has significantly improved fuel efficiency.
  • die inlet valve is located on die left of die cylinder head and die exhaust valve at die right of die cylinder head.
  • die turbocharger and supercharger were arranged in series and die inlet valve was closed slightly before die piston of each cylinder ended it's induction stroke.
  • a compression ignition engine ie; diesel
  • Such a configuration could utilise a supercharger being powered by die engine.
  • die power output of die engine was determined to be 91.5 brake horse power (bhp). Widi d e modifications outiined above, die power output was 125 bhp.
  • die modified configuration die measured exhaust emission of, for example, nitrous oxide was reduced and die invention provided enhanced fuel efficiency and smootii running characteristics.
  • the engine was modified to include a supercharger and/or a turbocharger.
  • the purpose of such 'boosted induction' is to provide additional work on a piston by super-boosting die intake air or the intake charge which forces the piston down on a work cycle while simultaneously supplying a cylinder widi a fresh air or intake charge prior to the compression stroke and fuel ignition.
  • d e super-boosted air could have a pressure of approximately 20 psi or similar so as to provide effective work on a piston during die induction cycle, tiiereby adding to die engines output work.
  • the intake of super-boosted air is controlled by inlet valve timing. This is to avoid over-boosting the cylinder.
  • the inlet valve in this example is closed approximately near BDC of piston travel on crankshaft rotation as shown in figure 11a.
  • load tiiis could occur up to 15 degrees of crank rotation after BDC, but more preferably will be at BDC or before BDC.
  • valve closure occurs at around 50 degrees after BDC, ie; when the piston is rising on compression.
  • the exhaust valves are opened shortly after the piston has reached maximum velocity on die power stroke. This could occur at 90 crankshaft degrees before d e end of die piston travel on the power stroke, or alternatively approximately 40 to 90 crankshaft degrees before the end of die piston travel on die power stroke.
  • the selection of a particular timing for a valve would depend on whetiier the engine had a high or low pressure power stroke.
  • Some of the power stroke energy which is lost could be recovered by incorporating a turbocharger and using high boost pressure to cause die induction stroke to be a secondary power stroke and controlling the boost pressure as described herein so as to avoid excessively high compression pressures.
  • ultra-early exhaust valve opening may not be required. This could be achieved by retarding die appropriate camshaft rotation proportionally with die engine speed .
  • the camshaft which operates the exhaust valves may be advanced for heavy engine loads, and retarded for lighter engine loads.
  • valve timing is shown in figure 10c and includes d e operating regime whereby d e inlet valve closure is delayed until after the piston starts it's return movement (ie; on me compression stroke). This may be particularly appropriate at higher engine speeds to effect efficient filling of the cylinder. In accordance wid the present invention, this may be effected by varying the operational timing of the at least some of the inlet valves, by means of the camshaft, in proportion to the engine speed or load. This may be achieved by using one or more camshafts whereby selected valves may be operated by a one camshaft with the remainder being operated by one or more crankshafts.
  • the camshaft will retard its operation and delay die closure of one of more inlet valves until after the piston starts it's return movement following the induction stroke. This will enhance starting compression. This procedure may not be required for a spark ignition engine.
  • die camshaft will automatically advance so as to close one or more inlet valves before the end of the piston induction stroke at low engine speed as shown in figure 10b.
  • the camshaft will automatically retard it's action in relation to the crankshaft movement as engine speed rises (see figure 10c). This will result in die closure of the one or more inlet valves being delayed as die engine speed rises. This closure delay will be in proportion to the engine speed.
  • a camshaft may be driven by a variable timing, compound wheel.
  • An example of such a compound wheel is shown in figure 1. Referring to figure 1, a camshaft 4 has a hub section 5 attached to one end. A rotational drive wheel 3, actuation means 1 and 2, camshaft 4 and the hub section 5 are all coaxial. The rotational drive wheel 3 is constrained axially.
  • the actuation means is shown as two distinct components, however, tiiey may be integrally constructed.
  • the hub section 5 is meshed by way of angled splines 6, widi a complementary female recess (not shown) in die actuation means 2.
  • the rotational drive means 3 is meshed by way of angled spline recesses 7, wid angled splines 8 on d e outside surface of die actuation means 2. It is to be understood diat the location of die female and male meshing means may be reversed. Such a modification being witiiin the scope of die present invention.
  • the actuation means 2 is capable of axial movement. If the arrangement is considered when stationary, it can be seen that if the actuation means 2 is moved axially towards rotational drive means 3, meshing will cause the rotational drive means to rotate.
  • the actuation means 2 may be controlled by hydraulic, electronic or similar means which are known in the art. Such control may also be effected by automatic engine control means or by an operator.
  • the rotational drive means 3 is axially constrained thus the separation between the hub section 5 and die rotational drive means 3 is constant, and the rotation of the drive means 3 is thereby transmitted to die camshaft by way of the hub section 5 while their respective rotational displacements may be varied according to the position of the actuation means 2.
  • the compound wheel described above is particularly suitable for use with one or more camshafts, configured to provide for the particular valve timing variation desired. It is to be appreciated diat one or more camshaft may be fitted to an engine whereby each camshaft operates selected valves and incorporates a compound wheel in accordance with the invention.
  • the invention further provides for a modified piston head examples of which are shown in figures 2, 6, 7, 9 and 14. These piston designs may find particular application in the modified operating regimes described above.
  • an example of a piston has an upper surface shaped as a convex conical surface of revolution (about die axis of die cylinder).
  • a piston is shown wid an upper surface in die shape of a cone extending completely to die edge of die piston.
  • 6 and 7 tiiis piston may include a small hollowed area 50, 60 and 70 respectively adapted to accommodate d e injector when die piston is at d e end of it's travel.
  • Figure 2b illustrates a further embodiment whereby die piston crown incorporates a hollowed out swirl area 20. In all cases the top centre of the pistons is substantially higher than the edges.
  • the conical surface shape pushes the air out radially into die fuel spray. This improves mixing of the fuel and air and exposes burning gases to cooler parts of the engine thereby reducing die rate of NOx formation. Further improvements can be observed when die novel cylinders are used in conjunction widi die boosted induction technique discussed above.
  • a piston is shown having a raised upper surface 21 having a conical shape and having an annular substantially flat landing for the swirl area.
  • the embodiment in figure 7 also incorporates the hollowed recess 70 to allow clearance for die fuel injector.
  • a further variation in this piston design incorporates valve cutaways as shown in figure 4.
  • the pistons described in die present specification all incorporate a centre section diat is raised substantially above d e edges of die piston. This results in e combustion chamber being formed between die piston, die cylinder head and die cylinder walls. The effect of this is that the compressed air/fuel mixmre has more room to travel without stalling on engine components thereby improving combustion.
  • Figure 14 illustrates a modified piston in operation.
  • the flat landing area is indicated by 144.
  • a hollowed recess (dotted) allows clearance for the fuel injector 142. Radical fuel spray 140 is forced outward by die raised centre section 141.
  • FIG. 13 A further variation is shown in figure 13.
  • a piston 130 widi a raised centre 131 travels toward a cylinder head incorporating a recessed combustion chamber 132.
  • the inlet and outlet valves are schematically represented by 134 and 135 respectively.
  • This embodiment is suitable for operation in low pressure turbo or non-turbo configurations.
  • the annular landing area is separated from a corresponding dimensioned surface on die cylinder head by a narrow gap.
  • This particular embodiment is advantageous in that the compressed heated gases do not come into excessive contact widi engine components while retaining the even expansion of the air fuel mixture as described above.
  • the raised centre sections of the piston top surfaces may be integrally formed or attached securely by means known in die art.
  • a two piece articulated piston is shown in figure 5.
  • die top member is slightly movable with respect to the skirt 52.
  • the force is transmitted via die skirt ratiier than the piston head 51. This reduces ring wear as die radially asymmetric forces on die sides of die top member of the piston are greatly reduced.
  • die invention has been described by way of example and widi reference to possible embodiments diereof, it is to be appreciated diat improvements and/or modifications may be made tiiereto without departing from die scope and spirit of the appended claims.

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

Abstract

Selon la présente invention, la synchronisation des soupapes d'admission et d'échappement varie conjointement avec la réduction du taux de compression des moteurs et l'accroissement de l'énergie délivrée par le surcompresseur. Les variations portent sur l'ouverture anticipée d'une ou plusieurs soupapes d'échappement, et/ou la fermeture anticipée d'une ou plusieurs soupapes d'admission, et/ou le retard d'ouverture d'une ou plusieurs soupapes d'échappement, et/ou le retard de fermeture d'une ou plusieurs soupapes d'admission avant la fin de chaque course d'admission. La mise en ÷uvre de telles variations peut se réaliser au moyen d'un volant de synchronisation à variable composée agissant sur un arbre à cames de commande de soupapes, le volant de synchronisation variable étant spécifiquement adapté pour avancer ou retarder la man÷uvre de la soupape sous l'effet d'un actionneur électronique ou hydraulique. L'invention concerne également un perfectionnement de piston destiné à un moteur à allumage par compression particulièrement conçu pour que, sous l'effet de l'injection du carburant et de la compression du mélange air/carburant qui s'ensuit, le mélange soit chassé radialement vers l'extérieur depuis l'axe du piston. Ce piston présente une face supérieure de forme conique atteignant radialement le bord de la face supérieure ou dépassant partiellement le bord de la face supérieure.
PCT/NZ1995/000104 1994-11-09 1995-10-13 Perfectionnements de moteurs WO1996015362A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE19581354T DE19581354T1 (de) 1994-11-09 1995-10-13 Verbesserungen von Kraftmaschinen
GB9709331A GB2310004A (en) 1994-11-09 1995-10-13 Improvements to engines
JP8515951A JPH10509494A (ja) 1994-11-09 1995-10-13 機関の改良
AU36224/95A AU3622495A (en) 1994-11-09 1995-10-13 Improvements to engines

Applications Claiming Priority (16)

Application Number Priority Date Filing Date Title
NZ26488894 1994-11-09
NZ264888 1994-11-09
NZ264923 1994-11-15
NZ26492394 1994-11-15
NZ264966 1994-11-21
NZ26496694 1994-11-21
NZ26497494 1994-11-22
NZ264974 1994-11-22
NZ270068 1994-12-05
NZ27006894 1994-12-05
NZ270450 1995-02-03
NZ27045095 1995-02-03
NZ270496 1995-02-15
NZ27049695 1995-02-15
NZ27053195 1995-02-20
NZ270531 1995-02-20

Publications (1)

Publication Number Publication Date
WO1996015362A1 true WO1996015362A1 (fr) 1996-05-23

Family

ID=27573830

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NZ1995/000104 WO1996015362A1 (fr) 1994-11-09 1995-10-13 Perfectionnements de moteurs

Country Status (5)

Country Link
JP (1) JPH10509494A (fr)
AU (1) AU3622495A (fr)
DE (1) DE19581354T1 (fr)
GB (1) GB2310004A (fr)
WO (1) WO1996015362A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997018384A1 (fr) * 1995-11-14 1997-05-22 John Brengle Taylor Ameliorations des moteurs a combustion interne
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
DE102015200517B3 (de) * 2015-01-15 2016-03-03 Ford Global Technologies, Llc Verfahren und System zum Betreiben eines aufgeladenen Verbrennungsmotors eines Kraftfahrzeugs
WO2017123478A1 (fr) 2016-01-14 2017-07-20 Nautilus Engineering, Llc Systèmes et procédés améliorés de moteurs à allumage par compression
CN110914525A (zh) * 2017-04-07 2020-03-24 那提勒斯工程有限责任公司 压缩点火发动机的改进系统和方法

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WO2017123478A1 (fr) 2016-01-14 2017-07-20 Nautilus Engineering, Llc Systèmes et procédés améliorés de moteurs à allumage par compression
EP3402969A4 (fr) * 2016-01-14 2019-10-02 Nautilus Engineering, LLC Systèmes et procédés améliorés de moteurs à allumage par compression
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CN110914525B (zh) * 2017-04-07 2022-08-02 那提勒斯工程有限责任公司 压缩点火发动机的改进系统和方法

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GB9709331D0 (en) 1997-06-25
DE19581354T1 (de) 1997-10-16

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