EP0214255A1 - Moteur a combustion interne. - Google Patents

Moteur a combustion interne.

Info

Publication number
EP0214255A1
EP0214255A1 EP86901847A EP86901847A EP0214255A1 EP 0214255 A1 EP0214255 A1 EP 0214255A1 EP 86901847 A EP86901847 A EP 86901847A EP 86901847 A EP86901847 A EP 86901847A EP 0214255 A1 EP0214255 A1 EP 0214255A1
Authority
EP
European Patent Office
Prior art keywords
piston
internal combustion
combustion engine
combustion chamber
phase
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.)
Granted
Application number
EP86901847A
Other languages
German (de)
English (en)
Other versions
EP0214255B1 (fr
Inventor
Rabbe Dr Med Nordstrom
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to AT86901847T priority Critical patent/ATE42603T1/de
Publication of EP0214255A1 publication Critical patent/EP0214255A1/fr
Application granted granted Critical
Publication of EP0214255B1 publication Critical patent/EP0214255B1/fr
Expired legal-status Critical Current

Links

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 and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • 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
    • 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
    • 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

Definitions

  • the invention relates to an internal combustion engine having at least one cylinder and a reciprocating piston defining the combustion chamber with the cylinder and having an inlet and outlet valve arrangement, the inlet valve of which supplies the fresh gases to the combustion chamber and the outlet valve of which removes the exhaust gases from the combustion chamber are controlled so that the combustion chamber cycles through a compression phase, a work phase and a charge change phase in succession, the charge change phase starting during the same piston stroke following the work phase and for this purpose opening the exhaust valve and subsequently the intake valve.
  • the charge change usually takes place more or less symmetrically to the bottom dead center of the piston movement close to the crankshaft.
  • the work phase following the ignition at top dead center is ended by opening the exhaust valve and starting the exhaust phase.
  • the outlet valve is still open, the inlet valve is opened for flushing the combustion chamber and introducing the fresh charge.
  • the inlet valve closes first after passing through the bottom dead center and then the outlet valve.
  • Fresh charge either charged via an additional charge pump or from the crankcase via overflow channels. In both cases, the fresh charge is introduced into the combustion chamber with overpressure.
  • a sufficiently high degree of filling can, however, only be achieved with conventional two-stroke internal combustion engines by accepting valve overlap times and flushing losses. Because of the open time of the exhaust valve symmetrical to the bottom dead center, the compression phase is shortened in accordance with the working phase, which is particularly undesirable in a diesel internal combustion engine. Details of internal combustion engines that operate according to the two-stroke process are known from German patents 245 592 and 472 564 and British patent 193 838.
  • this object is achieved according to the invention in that the outlet valve is closed again before the end of the piston stroke including the working phase and the inlet valve remains open beyond the outlet end of this piston stroke.
  • the piston sucks in the fresh charge after the exhaust phase with the exhaust valve closed via the opened intake valve.
  • the inlet valve closes in the area of the bottom dead center, with additional charging if necessary also afterwards.
  • the one stroke movement is divided into the working phase, the exhaust hare and the charging phase, the opposite stroke of the Piston essentially completely available for the compression phase.
  • the fresh charge is compressed higher than in conventional two-stroke internal combustion engines, which leads to a smaller ignition delay, particularly in diesel engines.
  • the internal combustion engine can operate on the stratified charger principle. Due to the comparatively long stroke, smaller piston diameters can be used.
  • the inlet valve and the outlet valve can be controlled in such a way that no valve overlaps occur, with the result that flushing losses are avoided.
  • the exhaust gas volume remaining in the combustion chamber when the exhaust valve is closed subsequently mixes with the fresh charge drawn in via the intake valve.
  • the proportion of oxygen is reduced in a predetermined manner, which counteracts the head tilt when the fuel is directly injected.
  • the piston divides the cylinder into two combustion chambers lying next to one another in the stroke direction.
  • Each of the combustion chambers cycles through the combustion cycle explained above in succession, in such a way that during the compression phase of the respective one combustion chamber, the other combustion chamber successively passes through its working phase and its gas exchange phase.
  • the advantage of this arrangement is that the piston accelerated towards the other combustion chamber during the working phase of the one combustion chamber works against the pressure increasing in the other combustion chamber during the compression phase and the kinetic energy of the piston is used.
  • the valves can be designed conventionally, for example as plate valves or the like.
  • the valves can be controlled in the usual way, for example via Camshafts or the like take place.
  • the arrangement of the valves in the combustion chambers is largely arbitrary and can be chosen according to the desired control times of the intake and exhaust valves.
  • the charge flow in the combustion chamber and the mixing ratio of fresh gas to residual exhaust gas can be varied by the position of the inlet valve relative to the outlet valve.
  • the valves are preferably not located on the end face of the cylinder in its cylinder head, but rather on its peripheral wall in an opening covered by the piston during its stroke movement. This ensures that the valves are not subjected to the full combustion pressure during ignition.
  • ring slide valves can also be provided which control slots provided in the peripheral wall of the cylinder.
  • the use of ring slide valves is particularly advantageous if the piston, as will be explained in more detail below, does not work on a crankshaft but a cam mechanism and the input shaft of this cam mechanism rotates. The rotational movement can be used to control the ring slide.
  • Valves opening into the peripheral wall of the cylinder are particularly advantageous in the preferred embodiment with two combustion chambers separated by the piston.
  • the exhaust valves can be arranged symmetrically to an inlet valve common to both combustion chambers, which simplifies the valve construction.
  • cylinders can be used . of a unit are connected to one another, the pistons being coupled to one another via an output gear, for example a crankshaft, and the combustion chamber cycles being phase-shifted to compensate for mass vibrations.
  • the piston can be conventionally connected to a crankshaft via a connecting rod to convert the stroke movement into a rotary movement.
  • the piston divides two combustion chambers in the cylinder, it is movable linearly with one in the direction of displacement of the piston
  • Piston rod firmly connected axially.
  • the piston rod exits in a sealed manner through a cylinder end wall serving as a cylinder head and is connected outside the cylinder to the output gear which converts the linear movement into the rotary movement, for example the connecting rod acting on the crankshaft.
  • a transmission output shaft is coupled to a first gear part, which is rotatably mounted in a housing that is fixed to the internal combustion engine, that is to say connected to the cylinder.
  • a second, linearly displaceable gear part is also rotatably mounted in the housing, coaxially with the first gear part, which is coupled to the piston or its piston rod on the one hand and, on the other hand, rotatably coupled to the first gear part in the direction of the axis of rotation.
  • a cam mechanism is provided, the cam track of which surrounds the axis of rotation of the first gear part is arranged on the housing and has thrust surfaces that rise and fall in the direction of the axis of rotation.
  • a cam follower connected to the second gear part in a rotationally fixed manner with respect to the axis of rotation controls the rotary movement depending on the thrust surfaces.
  • the rotary movement of the second gear part can be used to control inlet and outlet valves designed as rotary valves, in particular annular rotary valves.
  • the rotational movement of the second gear part can be transmitted to the piston and used to generate swirl.
  • Figure la to f are schematic representations of an internal combustion engine according to the invention at different crankshaft angles
  • FIG. 2 shows a control diagram of the internal combustion engine according to FIG. 1;
  • FIG. 3 shows a schematic illustration of another embodiment of an internal combustion engine according to the invention with two combustion chambers separated from one another by the piston;
  • 4a to f show schematic representations of the internal combustion engine according to FIG. 3 for several points in time of a combustion cycle
  • FIG. 5 shows a control diagram of the internal combustion engine according to FIG. 3;
  • FIG. 6 shows a schematic longitudinal section through a preferred embodiment of a cam mechanism which can be used instead of the crankshaft of the internal combustion engine of FIG. 1 and for the internal combustion engine of FIG. 3;
  • Figure 7 shows a cross section through the cam mechanism of Figure 6, seen along a line VII-VII;
  • FIG. 8 shows a schematic development of the thrust surface course of the transmission of FIG. 6;
  • FIG. 9 shows a schematic illustration of a multi-cylinder internal combustion engine constructed using the cylinder of FIG. 3 and the transmission of FIG. 6;
  • Figure 10 is a schematic, perspective view of another embodiment of a cam mechanism similar to the transmission of Figures 6 and
  • Figure 11 is a schematic representation of a further embodiment of the cam mechanism.
  • FIG. 1 schematically shows a cylinder 1 of an internal combustion engine, in which a piston 3 can be displaced linearly.
  • the piston 3 delimits a combustion chamber 5 with the cylinder 1 and is conventionally connected via a connecting rod 7 to a crankshaft 9, which converts the stroke movement of the piston 3 into an output rotary movement.
  • an inlet valve E and an outlet valve A open at a point swept by the piston 3 in the course of the stroke movement.
  • the inlet valve E and the outlet valve A are controlled by conventional valve controls, for example camshafts or the like, so that the internal combustion engine cycles through a working phase, an exhaust phase, a charging phase and a compression phase in succession.
  • FIG. 1 schematically shows a cylinder 1 of an internal combustion engine, in which a piston 3 can be displaced linearly.
  • the piston 3 delimits a combustion chamber 5 with the cylinder 1 and is conventionally connected via a connecting rod 7 to a crankshaft 9, which converts the stroke movement of the piston 3 into an output
  • FIG. 1 a shows the piston in its top dead center position (TDC in FIG. 2), in which the compressed charge is ignited in the combustion chamber 5.
  • TDC in FIG. 2 the piston 3 moves with the valves E and A closed to the bottom dead center (UT in Fig.2).
  • exhaust valve A opens at time A .. (FIG. 2).
  • the exhaust phase shown in FIG. 1 c ends when exhaust valve A closes at time A.
  • the inlet valve E opens at the time E ', which can coincide with the outlet port A.
  • FIG. 1d shows the loading phase in which the piston via the inlet valve fresh air - Sucking fertilizer into the expanding combustion chamber.
  • Fig. 1 e shows the piston in the bottom dead center position at inlet closing E. During the opposite, from Valves E and A are closed and the fresh charge is compressed (Fig. If).
  • the internal combustion engine explained above carries out a complete combustion cycle during two piston strokes.
  • the work phase and the charge exchange phase are run through during one piston stroke; the other piston stroke is essentially completely available for the compression phase.
  • the internal combustion engine is particularly suitable as a diesel engine and allows stratified-charge operation.
  • the fresh charge can be supplied as a mixture, but the fuel can also be injected into a fresh air charge.
  • Valves E and A are preferably designed as poppet valves or rotary slide valves. Valves E and A are preferably arranged at a distance from the cylinder roof, but can also be provided in the cylinder head.
  • FIG. 3 shows a variant of the internal combustion engine with a cylinder 11 which is essentially closed on all sides and in which a piston 13 is arranged displaceably.
  • the piston 13 is connected to a piston rod 15 which is coaxial with the cylinder axis and exits in a sealed manner through an end wall 17 of the cylinder 11.
  • the piston 13 divides the cylinder 11 into two combustion chambers 19, 21 located next to one another in the axial direction.
  • Both combustion chambers 19, 21 are assigned a common inlet valve E, which is arranged approximately in the axial center of the cylinder peripheral wall, shown here in the form of a poppet valve.
  • Exhaust valves A 1 and A 2 are provided in the circumferential wall of the cylinder and are axially opposed to one another and to the center of the cylinder 11.
  • the piston rod 15 can, as indicated by dashed lines in FIG. 3, also extend in a sealed manner through the end wall opposite the end wall 11. In this way, the combustion chambers 19, 21 receive the same maximum volumes.
  • the outlet valves A- j _ and A 2 are Ab ⁇ stood from the end faces of the cylinder 11 is provided so as not directly exposed to the combustion pressure of the initiating charge. Instead of the poppet valves, in particular ring-shaped rotary slide valves enclosing the cylinder circumference can be provided.
  • valves E, A-, and A 2 are controlled so that each of the combustion chambers 19, 21 passes through the combustion cycle explained with reference to FIGS. 1 and 2. However, the combustion cycles are staggered in time. During the compression cycle of one combustion chamber, the other combustion chamber runs through the working phase and the charge exchange phase one after the other.
  • the combustion cycle of the combustion chamber 19 is designated I and the combustion cycle of the combustion chamber 21 is designated II.
  • the phase shift of the two combustion cycles of the working spaces 19, 21 is readily apparent from the control diagram of FIG. 5, the opening times of the valves E, A, and A_ being marked with .. and the closing times being marked with. 4a shows the piston 13 in a dead center position, in which the compressed charge of the combustion chamber 19 ignites and the working phase I of the combustion chamber 19 and the compression phase II of the combustion chamber 21 begin.
  • Working phase I is shown in Fig. 4b.
  • FIG. 4c shows the piston during the exhaust phase I, that is to say at a point in time at which the piston has moved past the exhaust valve A- and the exhaust valve A has opened (A, .. in FIG. 5).
  • the piston rod 15 can be connected to a crankshaft via a connecting rod in order to convert the stroke movement of the piston 13 into a rotary movement.
  • 6 to 8 show details of a transmission 51 which can be used instead of the connecting rod crankshaft transmission.
  • a transmission 51 which can be used instead of the connecting rod crankshaft transmission.
  • a housing 55 to be connected to the cylinder 1 or 11 an output shaft 57 is rotatably mounted, on which a pinion 59 sits in a rotationally fixed manner.
  • the pinion -59 meshes with a gear 61, which is mounted on the ball bearings 63 axially on both sides rotatably about an axis of rotation 65 in the housing 55.
  • Rolling elements 73 of a linear roller bearing guide the rod 67 in a rotationally fixed but axially displaceable manner in the gear 61
  • the rolling elements 73 are arranged eccentrically to the longitudinal plane of symmetry of each polygon surface 69 in order to ensure the transmission of torque.
  • the linear roller bearing can be a roller bearing in the manner of a ball bushing with endless rows of roller bodies or a plain bearing.
  • the rolling elements 73 can also be designed as axially mounted rollers or the like.
  • the rod 67 is non-rotatably connected to a cam follower 75 of a cam gear 77.
  • the cam follower 75 non-positively follows one on the inner jacket of one - 11 -
  • Hollow cylindrical housing part 79 provided as a groove cam 81.
  • the cam track 81 coaxially surrounds the axis of rotation 65 of the gear 61 and thus the rod 67 and the cam follower 75.
  • the cam tracks exist 81 of alternating pairs of successively increasing thrust surface sections 83 and falling thrust surface sections 85 in the circumferential direction. The number of thrust surface section pairs determines the number of reciprocating movements of the curve follower 75 and thus the rod 67 per revolution of the gear 61.
  • the increasing ones Thrust surface sections 83 and the sloping thrust surface sections 85 point towards one another in the direction of the axis of rotation 65, so that both the forward movement and the forward movement of the curve follower 75 are non-positively.
  • the cam track 81 can have a sinusoidal shape, for example. In the illustrated embodiment, two pairs of thrust surface sections are provided. Other pairs are possible.
  • the cam follower 75 has two diametrically opposed follower arms 87 which, at their radially outer ends, carry rollers 89 which can be rotated about the radial axis of rotation and engage in the cam track 81. If necessary, a single follower arm can be provided.
  • FIG. 9 shows a multi-cylinder variant of the internal combustion engine, in which two cylinders 91 corresponding to the cylinders 11 in FIG. 3 are connected to a unit, each with a cam mechanism 93 corresponding to the gear 51 in FIG. 6.
  • the cam mechanisms 93 are provided between the axially parallel cylinders 91 and are coupled to one another via a gear mechanism 95.
  • the cam mechanisms 93 are designed such that the pistons 97 in the two cylinders 91 move in phase opposition to compensate for mass imbalance forces, that is to say they move towards and away from each other.
  • the cylinders 91 can be radially spaced from one another to have; however, they can also run coaxially, in particular if the parts corresponding to the rods 67 engage in one another coaxially to reduce the axial space requirement.
  • FIGS. 6 to 8 shows a variant of the cam mechanism shown in FIGS. 6 to 8, which is particularly suitable for the internal combustion engines explained above. 10 shows only the thrust surface area of the transmission.
  • two identical, self-contained cam tracks 103, 105 are fixedly arranged, which are angularly offset from one another in the circumferential direction.
  • Each of the cam tracks 103, 105 controls one of two curve followers 107, 109, which are fixedly connected to this rod with respect to the axis of rotation of a rod 111 corresponding to the rod 67.
  • the cam tracks 103, 105 intersect and are designed so that the rod executes a reciprocating double stroke with each full revolution. A movement of this type can be used particularly advantageously to control the valves of the internal combustion engine.
  • FIG. 11 shows a further variant of the inclined surface part of a cam mechanism which differs from the cam mechanisms of FIGS. 6 to 8 and 10 essentially in that a cam path 115 corresponding to the cam tracks 81 and 103, 105 does not stationary on the housing 117 of the cam mechanism, but on the outer jacket of a cylinder 119 which is rotatably and longitudinally displaceable in the hollow cylindrical interior of the housing 117.
  • Curve followers 121 corresponding to curve followers 87 and 107, 109 project inwards from the inner casing of housing 117.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

Ce moteur à combustion interne qui fonctionne notamment comme un moteur diesel comporte au moins un cylindre et un piston délimitant avec ce dernier une chambre de combustion, ainsi qu'un agencement de soupape d'admission et de soupape d'échappement lesquelles sont commandées de sorte que la chambre de combustion subit consécutivement et cycliquement une phase de compression, une phase motrice, et une phase de mouvement de gaz qui commence pendant la même course du piston à la suite de la phase motrice. La soupape d'échappement se ferme avant la fin de la course du piston incluant la phase motrice, tandis que la soupape d'admission demeure ouverte au delà de l'achèvement de l'échappement pour cette même course du piston. Ainsi un cycle complet de combustion peut être effectué durant une course complète comprenant le mouvement de va-et-vient du piston et en même temps une nouvelle charge peut être aspirée dans la chambre de combustion.
EP86901847A 1985-03-05 1986-03-05 Moteur a combustion interne Expired EP0214255B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86901847T ATE42603T1 (de) 1985-03-05 1986-03-05 Brennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3507766 1985-03-05
DE19853507766 DE3507766A1 (de) 1985-03-05 1985-03-05 Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0214255A1 true EP0214255A1 (fr) 1987-03-18
EP0214255B1 EP0214255B1 (fr) 1989-04-26

Family

ID=6264264

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86901847A Expired EP0214255B1 (fr) 1985-03-05 1986-03-05 Moteur a combustion interne

Country Status (3)

Country Link
EP (1) EP0214255B1 (fr)
DE (2) DE3507766A1 (fr)
WO (1) WO1986005232A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3931702A1 (de) * 1989-09-22 1991-04-04 Rabbe Dr Med Nordstroem Brennkraftmaschine
DE19516031C1 (de) * 1995-05-04 1996-10-24 Gerd Dipl Ing Grass Hubkolbenbrennkraftmaschine
DE102005039609B4 (de) * 2004-08-25 2009-10-01 Iskakova, Kamila Motor mit einem oder mehreren Hubkolben
RU2528485C1 (ru) * 2013-07-16 2014-09-20 Григорий Никитович Авраменко Бескривошипный одноцилиндровый двигатель внутреннего сгорания

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE245592C (fr) *
DE169966C (fr) *
FR389030A (fr) * 1908-04-08 1908-08-28 Alfred Liebergeld Moteur à combustion interne et spécialement destiné aux véhicules automobiles
GB191502249A (en) * 1915-02-11 1915-11-18 William Robert Fasey Improvements in and connected with Internal Combustion Engines.
GB193838A (en) * 1922-02-22 1923-12-20 Roger Lemasson Improvements in two-stroke cycle engines
US1613136A (en) * 1925-06-11 1927-01-04 Schuyler Schieffelin Internal-combustion motor.
FR635902A (fr) * 1927-06-13 1928-03-28 Moteur semi-circulaire
US2532106A (en) * 1946-12-06 1950-11-28 Korsgren Theodore Yngve Multiple opposed piston engine
US2905098A (en) * 1956-05-30 1959-09-22 Monelli Lorenzo High-efficiency pump, more particularly for remote hydraulic power transmissions
CH598473A5 (fr) * 1976-01-05 1978-04-28 Fritz Biberhofer
DE2936043C2 (de) * 1979-09-06 1982-12-16 Toyota Jidosha Kogyo K.K., Toyota, Aichi Zweitakt-Benzinmotor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8605232A1 *

Also Published As

Publication number Publication date
DE3507766A1 (de) 1986-09-11
DE3663058D1 (en) 1989-06-01
WO1986005232A1 (fr) 1986-09-12
EP0214255B1 (fr) 1989-04-26

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