EP1290326B1 - Brennkraftmaschine ohne auswendige kühlung - Google Patents

Brennkraftmaschine ohne auswendige kühlung Download PDF

Info

Publication number
EP1290326B1
EP1290326B1 EP01945422A EP01945422A EP1290326B1 EP 1290326 B1 EP1290326 B1 EP 1290326B1 EP 01945422 A EP01945422 A EP 01945422A EP 01945422 A EP01945422 A EP 01945422A EP 1290326 B1 EP1290326 B1 EP 1290326B1
Authority
EP
European Patent Office
Prior art keywords
air
engine
combustion
internal combustion
explosion
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.)
Expired - Lifetime
Application number
EP01945422A
Other languages
English (en)
French (fr)
Other versions
EP1290326A1 (de
Inventor
Bernard Golibrodski
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
Publication of EP1290326A1 publication Critical patent/EP1290326A1/de
Application granted granted Critical
Publication of EP1290326B1 publication Critical patent/EP1290326B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G3/00—Combustion-product positive-displacement engine plants
    • F02G3/02—Combustion-product positive-displacement engine plants with reciprocating-piston engines

Definitions

  • the present invention is in the technical field of internal combustion engines, including internal combustion engines cylinders and pistons, with fuel injection, which can equip vehicles, or also be used as fixed engines.
  • the present invention aims to greatly reduce this loss of energy due to cooling, so as to improve sensitive energy efficiency of internal combustion engines.
  • the subject of the invention is essentially a motor with internal combustion, which does not have a cooling system specific external environment, and which is provided with means for the introduction, in one or more mixing chambers associated with one or more engine cylinders, a quantity of additional compressed air, for cooling, such the engine receives a total amount of air greater than that required for combustion / explosion of the fuel, the additional air being added, in the mixing chamber, to the combustion gases leaving the chamber of combustion, as soon as the engine piston leaves its top dead center.
  • the invention is based on the principle of non-cooling of the engine by a traditional outdoor cold source, but of a transfer of the enthalpy corresponding to an additional amount of air to that of combustion, the engine receiving a total amount of air greater than that required for combustion alone.
  • the air supplement is mixed with the gases leaving the combustion chamber in the "chamber of mixed".
  • the amount of air added in accordance with the invention is such that its increase of enthalpy at the end of mixing with the gases leaving the combustion chamber is equivalent to that rejected by cooling, in the case of internal combustion engines current equivalents, with external cooling system.
  • Volume total of the "additional gas + air" mixture thus stores the combustion enthalpy of the fuel before driving relaxation.
  • the fraction of air may be in the order of 40 to 70%, in relation to the quantity only necessary for fuel combustion / explosion, this last quantity being strictly unchanged from that of the current engines.
  • the energy efficiency, obtained for the engine object of the invention can reach 37% or more.
  • the enthalpy transmitted to the additional air is, in part, transformed into work during the driving relaxation with the gases of combustion, and is, for the remainder of this enthalpy received, released under thermal form within the combustion gases (in perfect balance with these gases) coming out of the engine, after motor relaxation. So there is no accumulation of heat in the engine object of the invention, and the overall thermal operation of this engine is very close to that of a conventional internal combustion engine.
  • the combustion chamber is cooled after each exit of the gases, by the air of the following combustion. The engine alone thus maintains its own equilibrium temperature.
  • the invention For the supply of combustion / explosion air, and the quantity of additional air, under pressure, the invention provides various opportunities.
  • the motor has at least one air compression cylinder, with a piston connected to the same crankshaft as the pistons of the cylinders serving for the driving relaxation, or "engine cylinders", this first possibility being particularly suitable for engines mounted on vehicles.
  • engine cylinders Preferably, one provides in this case two air compression cylinders, mounted in series (two-stage compression) for energy saving.
  • crankshaft is common to both sets.
  • Turbines of suitable construction, or compressors can also be used to provide combustion / explosion air and amount of additional compressed air, particularly in the case of fixed. If several engines according to the invention are used in position In a factory, for example, compressed air can be supplied to all of these engines from a group (turbine or compressor) common, sending air to all engines, which is naturally an economical solution.
  • a buffer bottle is inserted between the means for supplying combustion / explosion compressed air and the additional air, as contemplated above, and the point (s) of introducing this compressed air into the chamber or chambers of combustion / explosion and the corresponding mixing chamber or chambers.
  • the or each mixing chamber is delimited in the upper part by the cylinder head, laterally by the wall of the engine cylinder itself, and at the bottom by the piston head placed in the engine cylinder.
  • the breech has, in plus combustion air inlet and outlet gas valves combustion, at least one inlet with valve for the air inlet addition to said mixing chamber, and it also includes minus a gas and air outlet valve relaxed to the atmosphere.
  • the mixing chamber is not an additional mechanical device, but it forms itself, between the breech and the piston head in a exact position (depending on the amount of additional air), in progress from distance to the bottom dead center.
  • This mixing chamber is supplied with additional air by a specific valve, connected to the source additional compressed air, which is especially the outlet of the bottle buffer, itself powered by a compressor.
  • the valve provided for exhaust gas + air mixture relaxed, works by opening quickly to the bottom dead center of the piston.
  • a fuel supply and possibly an ignition element, of like candle.
  • the engine may use conventional fuels (gasoline or diesel), introduced substantially from same way as in conventional engines and in a similar cycle (four-stroke engine), with the advantageous feature of having long enough combustion / explosion time to obtain the the most complete combustion possible; this is an important benefit, from the point of view of the fight against pollution.
  • conventional fuels gasoline or diesel
  • four-stroke engine four-stroke engine
  • the engine object of the invention having a capacity of cooling at least equal to that of internal combustion engines classic, it is best to make the breech in a metallic material with high modulus of elasticity, higher than that of alloys usually employees, and in particular of special steel, as a safety preventive.
  • ventilation may "sweep" the outer surface of the breech; a small fan of very low power is provided for this purpose.
  • an internal combustion engine comprises in its general principle a crankshaft 2 single, at least one cylinder 3 of driving relaxation with a engine piston 4 connected to the crankshaft 2, a steel cylinder head 5 capping the cylinder 3 of driving relaxation, and at least one additional cylinder 6 of air compression with an internal piston 7 connected to the same crankshaft 2.
  • the additional cylinder 6 is provided for compressing a total amount of air, the air required for combustion / explosion and, in addition, a certain amount of additional air used to cool the engine.
  • the cylinder 6 of air compression comprises a suction of ambient air 8, and a compressed air discharge 9 connected to the inlet of a buffer bottle 10 of compressed air.
  • the output of the buffer bottle 10 is subdivided, and connected at an additional air intake point 11 and an air intake point 12 of located on the cylinder head 5 which, in the usual way, also includes fuel injection means.
  • the cylinder head 5 comprises internally a combustion chamber / explosion 13, connected to the point input 12 of the combustion air via a valve 14 combustion air inlet. At the combustion chamber / explosion 13 is also associated a valve 15 for the exit of the combustion gases.
  • the fuel injection point is located at 16, in the chamber of combustion / explosion 13. In the case of use of fuel requiring a spark ignition, the candle is located at 16 '(see FIGS. 3).
  • the cylinder head 5 On the side of the combustion chamber / explosion 13, the cylinder head 5 has an additional air intake valve 17 mounted between the point of entry 11 of additional air and a volume called "chamber mixture 18, which is delimited as shown in FIGS. 1 and 3: upper part, by the cylinder head 5; laterally, through the inner wall of the engine cylinder 3; in the lower part, by the head of the piston 4 housed in the engine cylinder 3.
  • the cylinder head 5 further comprises a gas outlet valve 19 and additional air, relaxed, outside.
  • the engine still includes various members, such as tree (s) to cams needed to control the valves.
  • the introduction of air additional tablet in the mixing chamber 18 is controlled by the valve 17, and the output of the mixture of combustion gases and air additional is controlled by the valve 19, while the injection of fuel, and the operation of the combustion chamber / explosion 13 are in principle not modified in relation to the engines the duration of combustion being, however, clearly higher).
  • This combustion chamber / explosion 13 is supplied with air compressed, which enters through the valve 14, at a pressure and a defined rate according to the manufacturer, power and fuel. That chamber 13 communicates with the driving relaxation cylinder 3 by the valve 15; from the end of the combustion / explosion, the gases come out of the chamber 13 by the valve 15, and start their work in relaxation with additional air which these combustion / explosion gases mix instantly, from their exit by the valve 15.
  • the additional air intake valve 17 is opened as soon as the Engine piston 4 leaves its top dead center. The introduction of additional air is continued until the recoil of the piston head 4 has "cleared", above her, a calculated volume which is that of the chamber 18. At this point, the amount of additional air required is reached inside the mixing chamber 18, and the valve 17 ends its closure. Thus, the gases from the chamber of combustion / explosion 13 will, from the beginning of their entry into the engine cylinder 3, on the piston head 4, mixed with the quantity of air additional tablet which has just been introduced into the same cylinder 3.
  • the end of closing of the valve 17 is also the moment opening of the valve 15, allowing the entry of the combustion gases in the mixing chamber 18, where these gases mix with the additional air previously introduced.
  • the enthalpy of the additional air is thus rendered available in the combustion gases, mixed with this air, and this mixing leads to an instantaneous lowering of the temperature; it is likewise the lowering of the pressure, which is the consequence direct. It is important to note that this lowering of temperature and pressure of the combustion gases, obtained during the very short mixing with the additional air to which the corresponding enthalpy is "surrendered" is the same as for the combustion gases of an internal combustion engine during cooling by an external cold source, such as circulating water.
  • this gas-air mixture provides a work of maximum relaxation, the final pressure being practically zero, since corresponds to the pressure drop between the engine cylinder 3 and the output to the atmosphere (this pressure drop may be close to 0.3 bar), the makes it is the piston 4, leaving its bottom dead center, which will compress slightly the mixture "gas + air” to evacuate it outside via the valve 19.
  • crankshaft 2 in one turn of the crankshaft 2, the four time of a classic engine. Since a motor cylinder 3 is actually engine on a half-turn of the crankshaft 2, it is clear that installing a second engine cylinder on the same crankshaft (with mounting the respective crank pins in phase opposition), the crankshaft becomes really driving on the totality of each turn.
  • the spray of fuel is at injection point 16 located, like the candle, in the center of the combustion chamber / explosion 13, as shown in the drawing ( Figures 2 and 3).
  • the fuel is sprayed into the combustion chamber / explosion 13 in the same conditions as for a conventional engine of this type.
  • the time of combustion / explosion being much longer that in current engines, allows a good diffusion of combustion in the combustion chamber / explosion 13, so obtaining a the most complete combustion possible, which is an important point against pollution.
  • the burning time is indeed between mid-race from the raising of the piston 4 to its top dead center, and all start of his descent to the bottom dead center. Indeed, it is necessary that this combustion ends however before the piston 4 of the engine cylinder 3, during his run to the bottom dead center, cleared the volume required additional air, called "mixing chamber" 18.
  • two compression cylinders 6 are preferably provided. of air, mounted in series for a two-stage compression, above which can take place the buffer bottle 10, and two engine cylinders 3, capped by the same cylinder head 5.
  • the respective pistons 4 and 7 of the cylinders 3 and 6 are linked to the same crankshaft 2 by a conventional crankshaft, no represent. Since compressed air is introduced into the bottle buffer 10 before use, it is necessary that it be free of oil, so that for the pistons 7 of the cylinders 6 of air compression, one uses "dry" pistons (with non-lubricated segments).
  • the buffer bottle 10 is insulated. In addition, so that the air supplied at the required pressure and temperature, even after a wide stop and whatever the season, the buffer bottle 10 has advantageously means of reheating, achievable under the form of a heating electric resistance, adapted for heating of this bottle. Moreover, for safety reasons, the outputs of the buffer bottle 10, to the combustion / explosion chambers 13 and mixture 18, are provided with non-return valves.
  • Figure 6 illustrates the alternative possibility of applying the the present invention to a high-efficiency driving turbine 20, which by means of a gearbox 21 (or speed reducer-variator) causes a machine 22 such as vehicle, industrial equipment or other.
  • Compressed air is here also supplied from at least one cylinder 6 of air compression, and via a buffer bottle 10 whose outlet is connected to an additional air inlet point 11 and to a point 12 of combustion air located on a cylinder head 5 (the elements corresponding to those previously described being designated by the same numerical markers).
  • the fourth valve for expanded gas and air outlet is removed.
  • the "mixing chamber” of gas and additional air is materialized differently.
  • the valve 17 additional air inlet closes just as the valve opens 15 output of the gases from the combustion chamber 13, the outputs respective of these two valves 15 and 17 being joined to the neck of the venturi 23, downstream of which the gaseous flow starts work on the turbine 20, this point constituting the mixing chamber.
  • the use of the internal combustion engine, object of the invention is equivalent to that of all combustion engines present invention, applying the same power range than the current engines.
  • the invention can be implemented both for the motorisation of new vehicles or new installations, as transform existing engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Glass Compositions (AREA)
  • Inorganic Insulating Materials (AREA)
  • Mechanical Operated Clutches (AREA)
  • Seal Device For Vehicle (AREA)
  • Fixed Capacitors And Capacitor Manufacturing Machines (AREA)

Claims (10)

  1. Verbrennungsmotor, besonders Explosionsmotor mit Zylinder und Motorkobeln, mit Kraftstoffeinspritzung; der ein Fahrzeug ausstatten oder als fester Motor benutzt werden kann. Er ist dadurch gekennzeichnet, dass er kein spezifisches äußerliches Abkühlsystem besitzt und ist mit Mitteln (6 bis 11, 17) für die Einführung einer Zusatzmenge Druckluft ausgestattet, in einem oder mehreren Mischungskammern (18), der (die) mit einem oder mehreren Motorzylinder(n) (3) verbunden sind, für das Abkühlen; so dass der Motor eine Gesamtmenge von Luft erhält, die höher ist als jene, die für die Verbrennung/Explosion des Kraftstoffs erforderlich ist. Der Luftzusatz wird dabei, in der Mischungskammer (8), den Verbrennungsgasen hinzugefügt, die aus der Brennraum (13) herauskommen, sobald der Motorkolben (4) seinen hohen toten Punkt verlässt.
  2. Verbrennungsmotor, nach Anspruch 1, dadurch gekennzeichnet, dass die hinzugefügte Luftquantität so ist, dass ihre Erhöhung der Enthalpie am Ende der Mischung, mit den Gasen, die aus der Brennraum (13) herauskommen, derjenigen entspricht, die durch das Abkühlen ausgestossen wird, im Falle eines äquivalenten Verbrennungsmotors mit äusserlichem Kühlsystem.
  3. Verbrennungsmotor, nach Ansprüchen 1 oder 2, dadurch gekennzeichnet, dass der Zusatzluftteil 40 bis 70 % beträgt, im Vergleich zu der Menge, die nur für die Verbrennung/Explosion des Treibstoffs notwendig ist.
  4. Verbrennungsmotor, nach Ansprüchen 1-3, im allgemeinen in einem Fahrzeug eingebaut, dadurch gekennzeichnet, dass er, für die Verbrennung/Explosionsluft und der Zusatzluft, wenigstens zwei Zylinder zur Luftkompression besitzt, serienmäßig eingebaut, mit Kolben an dieselbe Kurbelwelle (2) gebunden, wie die Kolben (4) der Zylinder (3), die zur Dekompression des Verbrennungsgases (Expansion) dienen, oder Motorzylinder (Motorkolben?). Im Gegensatz zu den in der Welt existierenden Verbrennungsmotoren (oder klassischen Verbrennungsmotoren), ist hier, eine Trennung zwischen der Luftkompression und der Dekompression des Verbrennungsgases vorgesehen; die Kurbelwelle ist dabei für die beiden Einheiten dieselbe. Der Anteil der Zusatzluft kann 40 bis 70% betragen, bezüglich der Menge, die nur für die Kraftstoffs-Verbrennung/Explosion notwendig ist; Diese Menge ist, im Vergleich zu jener der derzeitigen Motoren, strikt unverändert. Der Verbrennungsraum (13) ist mit Druckluft versorgt, deren Druck und Anteil vom Hersteller, sowie von der Fahrzeugstärke und dem Treibstofftyp bestimmt werden.
  5. Verbrennungsmotor, nach Anspruch 4, dadurch gekennzeichnet, dass er, aus zwei Luftkompressionszylindern besteht (6), die für eine zweistufige Kompression in Serie eingebaut wurden, und zwei Motorzylindern (3), die jeweiligen Kolben (7,4) dieser Zylinder (6,3) ist dabei an dieselbe Kurbelwelle gebunden.
  6. Verbrennungsmotor, nach irgendeinem der Ansprüche 1-3, besonders für einen festen Motor, dadurch gekennzeichnet, dass eine Turbine oder ein Kompressor vorgesehen ist, um die Druckluft der Verbrennung/Explosion und die zusätzliche Druckluft zu liefern.
  7. Verbrennungsmotor, nach irgendeinem der Ansprüche 1-6, dadurch gekennzeichnet, dass eine Pfropfenflasche (Luftbehälter) (10) zwischen den Mitteln (6 9) zur Lieferung von Druckluft zur Verbrennung/Explosion und von Zusatzluft, und dem oder den Einführungspunkt(en) (11,12) dieser Druckluft in die Verbrennungskammer(n) (13) und Mischungskammer(n) (18) eingefügt wird.
  8. 8 - Verbrennungsmotor, nach irgendeinem der Ansprüche 1-7, dadurch gekennzeichnet, dass, die Mischungskammer (18) für einen Motorzylinder (3) im oberen Teil durch einen Zylinderkopf (5), und längsseitig durch die Wand des Motorzylinders (3) selbst, abgegrenzt ist und, im niedrigen Teil durch den Kolbenkopf (4), der in den betrachteten Motorzylinder (3) gesetzt wurde, wobei der Zylinderkopf (5), zusätzlich zu den Eingangsventilen (12,15) der Verbrennungsluft und den Ausgangsventilen des Verbrennungsgases in der Verbrennungs/Explosionskammer, (13) wenigstens einen Eingang (11) mit Ventil (17) für Zusatzluft in die besagte Mischungskammer (18) und wenigstens ein Ausgangsventil (19) für die in die Atmosphäre ausströmenden Gase und die Luft umfasst.
  9. Verbrennungsmotor, nach Anspruch 8, dadurch gekennzeichnet, dass der Zylinderkopf (5) aus einem metallischen Material mit hohem Elastizitätsmodul, insbesondere aus speziellem Stahl hergestellt wird.
  10. Verbrennungsmotor, nach Ansprüchen 8 oder 9, dadurch gekennzeichnet, dass eine Ventilation vorgesehen ist, um die Aussenoberfläche des Zylinderkopfes (5) bei hoher Temperatur, insbesondere durch Benutzung eines Ventilators schwacher Kraft, "zu fegen".
EP01945422A 2000-06-16 2001-06-13 Brennkraftmaschine ohne auswendige kühlung Expired - Lifetime EP1290326B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0007742 2000-06-16
FR0007742A FR2810373B1 (fr) 2000-06-16 2000-06-16 Moteur a combustion interne sans refroidissement exterieur
PCT/FR2001/001839 WO2001096727A1 (fr) 2000-06-16 2001-06-13 Moteur a combustion interne sans refroidissement exterieur

Publications (2)

Publication Number Publication Date
EP1290326A1 EP1290326A1 (de) 2003-03-12
EP1290326B1 true EP1290326B1 (de) 2005-10-12

Family

ID=8851366

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01945422A Expired - Lifetime EP1290326B1 (de) 2000-06-16 2001-06-13 Brennkraftmaschine ohne auswendige kühlung

Country Status (6)

Country Link
EP (1) EP1290326B1 (de)
AT (1) ATE306611T1 (de)
AU (1) AU2001267647A1 (de)
DE (1) DE60113994T2 (de)
FR (1) FR2810373B1 (de)
WO (1) WO2001096727A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2126313A1 (de) 2007-02-27 2009-12-02 The Scuderi Group, LLC Motor mit geteiltem zyklus und wasserinjektion
US7954463B2 (en) 2003-06-20 2011-06-07 Scuderi Group, Llc Split-cycle four-stroke engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7353786B2 (en) * 2006-01-07 2008-04-08 Scuderi Group, Llc Split-cycle air hybrid engine
RU2665766C2 (ru) * 2016-01-26 2018-09-04 Юрий Владимирович Синельников Однотактный двигатель внутреннего сгорания

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1519966A (en) * 1974-07-15 1978-08-02 Townsend Engineering Co Internal combustion engine and method for cooling the sam
FR2416344A1 (fr) * 1978-02-02 1979-08-31 Kovacs Andre Moteur a combustion interne a chambre de compression et de detente separees
FR2731472B1 (fr) * 1995-03-06 1997-08-14 Guy Negre Procede et dispositifs de depollution de moteur a combustion interne cyclique a chambre de combustion independante
FR2749882B1 (fr) * 1996-06-17 1998-11-20 Guy Negre Procede de moteur depolluant et installation sur autobus urbain et autres vehicules

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7954463B2 (en) 2003-06-20 2011-06-07 Scuderi Group, Llc Split-cycle four-stroke engine
US8006656B2 (en) 2003-06-20 2011-08-30 Scuderi Group, Llc Split-cycle four-stroke engine
EP2126313A1 (de) 2007-02-27 2009-12-02 The Scuderi Group, LLC Motor mit geteiltem zyklus und wasserinjektion

Also Published As

Publication number Publication date
AU2001267647A1 (en) 2001-12-24
ATE306611T1 (de) 2005-10-15
FR2810373A1 (fr) 2001-12-21
FR2810373B1 (fr) 2003-01-17
EP1290326A1 (de) 2003-03-12
DE60113994T2 (de) 2006-07-06
DE60113994D1 (de) 2006-02-23
WO2001096727A1 (fr) 2001-12-20

Similar Documents

Publication Publication Date Title
EP1201892B1 (de) Fünftakt Brennkraft Maschine
EP0075502B1 (de) Verfahren zur Anpassung einer Brennkraftmaschine an ihre Betriebsbedingungen und eine so angepasste Maschine
EP0815356B1 (de) Verfahren und vorrichtung zur abgasreinigung einer brennkraftmaschine mit unabhängiger brennkammer
CA2695696C (fr) Moteur thermique a source chaude externe
FR2781619A1 (fr) Groupe electrogene de secours a air comprime
WO1999037885A1 (fr) Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel
WO1998032963A1 (fr) Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel
EP2414652B1 (de) Aufgeladener verbrennungsmotor
EP1290326B1 (de) Brennkraftmaschine ohne auswendige kühlung
CH115187A (fr) Installation motrice.
EP0358655B1 (de) Verfahren und einrichtung für eine zweitakt-brennkraftmaschine mit nachladung
WO1993008390A1 (fr) Moteur a combustion interne de type a injection totale avec chauffage de l'air comprime par les gaz d'echappement
WO1986000374A1 (fr) Procede d'amelioration du fonctionnement d'un moteur a combustion interne a deux temps
FR2718189A1 (fr) Procédé pour l'augmentation de la puissance et l'amélioration du rendement des moteurs à combustion interne turbocompressés ou non.
FR2604478A1 (fr) Moteur a combustion interne, permettant en particulier l'emploi de materiaux plastiques dans sa construction
FR2583108A2 (fr) Procede d'amelioration du fonctionnement d'un moteur a combustion interne, a cycle court, et moteur a combustion interne a fonctionnement ameliore a cycle court et a structure simplifiee
BE421068A (de)
CH276512A (fr) Installation de propulsion.
BE356902A (de)
FR2668543A1 (fr) Moteur a gaz chaud.
BE514603A (de)
BE419135A (de)
BE431070A (de)
CH226528A (fr) Procédé d'alimentation de moteurs à combustion interne et installation pour sa mise en oeuvre.
FR2688031A1 (fr) Moteurs a auto-allumage, restant chauds a l'arret, et a taux de compression modere.

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20021112

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

17Q First examination report despatched

Effective date: 20041228

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20051012

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20051012

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20051012

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060112

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060123

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20060107

REF Corresponds to:

Ref document number: 60113994

Country of ref document: DE

Date of ref document: 20060223

Kind code of ref document: P

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060313

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060630

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20060630

Year of fee payment: 6

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20060713

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20051012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20051012

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: LU

Payment date: 20090605

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20070613

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20090720

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20100526

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20100519

Year of fee payment: 10

BERE Be: lapsed

Owner name: GOLIBRODSKI, BERNARD

Effective date: 20100630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100630

REG Reference to a national code

Ref country code: NL

Ref legal event code: V1

Effective date: 20120101

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110630

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120101

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20120501

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100613

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110614

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20130613

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130613

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20100630

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 16

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 17

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20170427

Year of fee payment: 17

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20180605

Year of fee payment: 18

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 60113994

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190630