EP2503116A1 - Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur - Google Patents

Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur Download PDF

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Publication number
EP2503116A1
EP2503116A1 EP12154274A EP12154274A EP2503116A1 EP 2503116 A1 EP2503116 A1 EP 2503116A1 EP 12154274 A EP12154274 A EP 12154274A EP 12154274 A EP12154274 A EP 12154274A EP 2503116 A1 EP2503116 A1 EP 2503116A1
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EP
European Patent Office
Prior art keywords
piston
cylinder
shell
adjusting device
jacket
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.)
Withdrawn
Application number
EP12154274A
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German (de)
English (en)
Inventor
Matthias Stark
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.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz AG
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 Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to EP12154274A priority Critical patent/EP2503116A1/fr
Publication of EP2503116A1 publication Critical patent/EP2503116A1/fr
Withdrawn legal-status Critical Current

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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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • F01L11/00—Valve arrangements in working piston or piston-rod
    • F01L11/02—Valve arrangements in working piston or piston-rod in piston
    • 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
    • F01L11/00—Valve arrangements in working piston or piston-rod
    • F01L11/02—Valve arrangements in working piston or piston-rod in piston
    • F01L11/04—Valve arrangements in working piston or piston-rod in piston operated by movement of connecting-rod
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • 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
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the invention relates to a cylinder assembly and a piston for a longitudinally flushed reciprocating internal combustion engine, in particular for a slow-running longitudinally flushed two-stroke large diesel engine according to the preamble of the independent claims.
  • the piston lubrication is performed by lubricating means in the reciprocating piston or in the cylinder wall, is applied by the lubricating oil on the tread of the cylinder wall, the friction between the piston and the tread and thus the wear of the tread and to minimize the piston rings.
  • the wear of the tread at less than 0.05 mm with a service life of 1000 hours.
  • the lubricant delivery rate is in such engines significantly below 1.3 g / kWh and should not least be further reduced for cost reasons, if possible, while the wear is to be minimized.
  • the scavenging ports through which the fresh air is blown, for example, from a turbocharger into the cylinder under a predetermined pressure, per se do not allow uniform formation of the lubricating oil film on the inner surface of the cylinder in the region of the scavenging slots, since the scavenging ports have openings in the cylinder wall of the cylinder and therefore interrupt the lubricating oil film.
  • the negative influence of the scavenging slots on the formation of the lubricating oil film on the running surface of the cylinder is even below and far above, so even outside the cylinder portion in which the scavenging slots are formed, clearly pronounced.
  • scavenging slots Another negative side effect of the scavenging slots results from their interaction with the piston rings as they pass through the scavenging slots as they move near bottom dead center. Since the piston rings must have a certain mechanical radial prestress so that they can cooperate more or less sealingly with the cylinder wall, these are not formed as completely closed rings, but the piston rings are rather formed as open rings with a gap, so that a radially to externally directed clamping force is created, which presses the piston ring sealingly against the cylinder wall.
  • the margins at the gap of the piston ring can be partially pressed into the flushing slots due to the radially outward acting tension of the piston ring, whereby they can get caught on the boundaries of the scavenging slots, resulting in dangerous scratches or grooves on the cylinder or on the cylinder wall near the scavenging slots. In the worst case, this can become a butt and devastation of the cylinder and / or the piston, which can lead to dangerous situations especially in a ship on the high seas.
  • Another disadvantage is the fixed geometry of the scavenging slots. This is particularly disadvantageous in terms of a possible application as a "dual fuel” engine, so as an engine that can be operated with different fuels, for example, alternatively with heavy oil or gas or other fuel.
  • the non-variable geometry or size of the scavenging slots is such an application in the way.
  • the object of the invention is therefore to provide a new cylinder assembly and a piston for a cylinder assembly of a longitudinally-flushed reciprocating internal combustion engine, in particular for a slow-running two-stroke large diesel engine, which from the prior Technique known problems, which are particularly determined by the scavenging slots in the lower part of the known cylinder arrangement substantially avoids.
  • the invention thus relates to a cylinder assembly for a longitudinally purged reciprocating internal combustion engine, in particular for a slow-running longitudinally purged two-stroke large diesel engine, comprising a cylinder with a combustion chamber and an inlet region, in which cylinder a piston along a cylinder axis between a top dead center and a bottom dead center and is installed movable, wherein on the cylinder a scavenging air inlet for introducing scavenging air is provided in the combustion chamber.
  • the piston is a two-part piston, comprising a shell piston with a piston ring and a main piston positioned in the shell piston.
  • a retaining device for the mantle piston is provided on the cylinder such that the mantle piston can be lifted in the region of bottom dead center by the retaining device from the main piston with respect to the cylinder axis, so that the purging air can be introduced from the inlet region through a scavenging air opening of the mantle piston into the combustion chamber ,
  • the piston is a two-part piston with an outer shell piston and a main piston positioned therein and at a lower end of the cylinder a retaining means for the shell piston is provided such that the shell piston in the region of bottom dead center by the Retaining device from the main piston in relation to the cylinder axis can be lifted, so that the purge air from the inlet region through a scavenging air opening of the jacket piston is introduced into the combustion chamber, the shell piston or the piston skirt arranged on the piston ring and thus the piston as a whole, in its movement in the Near bottom dead center with the scavenging air, in particular so with the scavenging no longer in direct contact, so that even the scavenging slots can be completely dispensed with.
  • the function of the release of the scavenging slots is replaced by the two-piece piston in its movement in the region of bottom dead center.
  • the shell piston in the cylinder in its movement after completion of a combustion process in the direction of bottom dead center, on which arranged on the cylinder liner in the lower region of the cylinder or integrated therein retainer, preferably damped stored. Since the main piston is operatively connected via the piston rod to the crankshaft, the main piston moves further towards its bottom dead center, while the mantle piston is held by the retainer and remains in this position until the main piston returns from its bottom dead center position towards returns top dead center and then takes the jacket piston again.
  • the piston rings of the piston ring assembly arranged on the jacket piston always remain in the closed part of the cylinder liner of the cylinder, so that a blow-off of the lubricating oil contained in the piston ring package, e.g. through the scavenging slots or towards the bottom of the piston can no longer occur.
  • the piston upper part can not be acted upon by the above-described oil mist in the purge air, since the peripheral surface of the jacket piston no longer comes into direct contact with the purge air.
  • the harmful oil coke deposits on the upper piston part are reliably prevented, at least massively reduced.
  • the lubricating oil film can form over the entire running surface of the cylinder completely evenly to the lower end of the cylinder where the retaining element is located.
  • the lubricating oil film on the cylinder wall is thus no longer interrupted by the air inlet openings, since the lubricating oil film is no longer formed in the region of the air inlet openings, but only up to the retainer.
  • a negative influence of the air inlet openings e.g. a negative influence by the scavenging slots on the formation of the lubricating oil film is thus excluded.
  • a damping element is provided on the retaining device and / or on the jacket piston, so that the jacket piston can be absorbed in a damped manner by the retaining device.
  • the piston moves in the operating state at a considerable speed in the direction of its bottom dead center, so that in the In most cases, a damping element must be provided so that the jacket piston is not braked too abruptly by the retainer, which could lead to severe damage to the piston and cylinder.
  • the arrangement according to the invention also for the first time offers the possibility of providing an adjusting device, so that an opening cross-section of the scavenging air opening can be set. It is namely a further advantage of the two-part piston according to the invention that the opening cross section of the scavenging air opening can even be variably adjusted. For a given piston geometry, the opening cross section results essentially from the distance between the jacket piston and the main piston in the open state.
  • This distance can be influenced, for example, by varying the distance of the retaining device from the bottom dead center of the piston or by, for example, changing the rest position of the jacket piston by providing an actuating device, e.g. is provided in the form of a spacer.
  • an actuating device e.g. is provided in the form of a spacer.
  • the adjusting device may be, for example, a hydraulic, pneumatic or electric adjusting device, wherein the adjusting device may be provided, inter alia, on the retaining device and / or on the jacket piston.
  • the damping element can be additionally designed as an adjusting device accordingly.
  • the actuator may, for example, the axial position of the Set retaining device in the cylinder.
  • the restraining device can be provided, for example, as a ring formed in the interior of the cylinder, which ring can be displaced by the adjusting device along the cylinder axis.
  • the actuator may be a spacer provided between the skirt and retainer, the height of which can be variably adjusted.
  • the engine can be easily and very flexible optimized by simply changing the opening cross section between the main piston and shell piston, for example, for certain load ranges, such as the partial load range.
  • an engine with a cylinder arrangement according to the invention can for the first time also be used as a "dual fuel” engine, which can alternatively be operated with various fuels such as gas, heavy oil, diesel oil or other fuels, because now the amount of scavenging air entering the combustion chamber during the flushing process is introduced, can be variably adjusted for the first time in very wide limits.
  • a "dual fuel” engine which can alternatively be operated with various fuels such as gas, heavy oil, diesel oil or other fuels, because now the amount of scavenging air entering the combustion chamber during the flushing process is introduced, can be variably adjusted for the first time in very wide limits.
  • evacuation bores for example, lubricating oil can be spent from the tread of the cylinder from the inside of the cylinder to the outside and there either disposed of or reused. It is also possible to introduce lubricating oil into the cylinder via the previously mentioned evacuation bores.
  • a centering means for centering the main piston with respect to the jacket piston is provided on the main piston and / or on the shell piston, so that on the one hand the main piston is always accurately inserted into the shell piston. And on the other hand in the assembled state of the piston of the main piston and the shell piston always positively positively act together so that the combustion chamber is sealed during the compression phase, the combustion phase and the expansion phase until the beginning of the rinsing phase safely against the piston subspace.
  • the centering means may be in a manner known to those skilled in the art, for example, a guide bushing in the interior of the shell piston and / or on an outer surface of the main piston, or even more preferably a conical shape of the main piston and / or the shell piston. If the piston upward movement in the direction of top dead center is then initiated starting from bottom dead center, then the main piston automatically centers in the shell piston and closes the purge air opening of the shell piston so that the piston can again assume its normal function as a working piston.
  • the invention further relates to a piston for a longitudinally purged reciprocating internal combustion engine, in particular for a slow-running longitudinally purged two-stroke large diesel engine with a cylinder arrangement according to the invention.
  • the piston of the invention is in a cylinder of the cylinder assembly along a cylinder axis between a top dead center and a bottom dead center back and forth installable installed.
  • the piston is a two-part piston, comprising a jacket piston with a piston ring assembly and a main piston positionable in the shell piston, so that the shell piston in the installed state in the region of bottom dead center by a retaining device of the cylinder with respect to the cylinder axis from the main piston can be lifted.
  • a damping element is provided on the jacket piston.
  • a specifically provided adjusting device can be adjustable in the installed state, an opening cross-section of a scavenging air opening of the jacket piston, wherein the adjusting device is advantageously a hydraulic, pneumatic or electrical adjusting device.
  • the adjusting device may be provided on the jacket piston and, in particular, the damping element itself is designed as an adjusting device.
  • a centering means for centering the main piston in the shell piston is provided on the main piston and / or on the shell piston, wherein the centering means may be, for example, a guide bush or a conical shape of the main piston or the shell piston.
  • Fig. 1 shows in a schematic representation partially in section a cylinder assembly 1 'with cylinder liner 2', piston 3 'and fresh air supply system 400'.
  • the cylinder assembly 1 'of Fig. 1 is a typical arrangement well known for prior art longitudinally scavenged two-stroke large diesel engines.
  • the corresponding reference numerals are provided with an apostrophe, while the reference numerals to features according to the invention cylinder arrangements wear no apostrophe.
  • the arrangement comprises a cylinder 2 ', which is also referred to as a cylinder liner 2', in which a piston 3 'along a cylinder wall of the cylinder 2' is arranged back and forth movable.
  • the piston 3 ' comprises a piston ring packing 33', which is shown here schematically with only two piston rings.
  • the combustion chamber 200 ' which is located in the combustion chamber region 21' of the cylinder 2 ', is delimited at the top by a cylinder cover with an injection nozzle and exhaust valve.
  • the piston 3 ' which reciprocates in the operating state of the large diesel engine between the top dead center OT' and the bottom dead center UT ', via the piston rod 8' with a in Fig. 1 not shown crosshead connected, from which the reciprocating movement of the piston 3 'is transmitted to the crankshaft, also not shown, of the machine.
  • the piston rod 8 ' is guided through the receiver space 401', which adjoins the inlet area 22 'of the cylinder liner 2' below, and the stuffing box 402 ', which seals the receiver space 401' against the crankshaft space below, so that no fresh air 41 ', symbolized by the arrow 41', which supplies a likewise not shown turbocharger under a high pressure, for example, under a pressure of four bar in the receiver chamber 401 ', from the receiver room 401' in the underlying crankshaft space 9 'can pass.
  • Fig. 1 can be seen and is generally known, is in the receiver chamber 401 'always generated by the turbocharger gas pressure of the fresh air 41', which thus always by design rests on the piston bottom of the piston 3 '.
  • Fig. 2a is a first inventive cylinder arrangement in the case of a longitudinally-flushed two-stroke large diesel engine simplified schematically shown.
  • the cylinder assembly 1 of Fig. 2a shows a piston in the closed state.
  • Fig. 2a For reasons of clarity, all, for the understanding of the invention not essential components of the large diesel engine in the Fig. 2a to Fig. 3 not explicitly shown.
  • the cylinder assembly 1 of Fig. 2a comprises a cylinder 2 with a combustion chamber 200 and an inlet region 22, through which purging air can be introduced into the cylinder.
  • the inlet region 22 or the other components of the large diesel engine can be known in principle as known from the prior art and in Fig. 1 already described, be designed.
  • the combustion chamber 200 is limited by a cylinder cover, not shown, with injection nozzle and exhaust valve.
  • the piston rod 8 is guided by a receiver space, not shown, which extends in the inlet region 22 of the cylinder 2 in accordance with the illustration, and is connected to the crankshaft in an effective manner.
  • scavenging air 41 is provided via a scavenging air inlet 4, which a turbocharger, also not shown, operates in a manner known per se under a high pressure, e.g. at a pressure of four bar to the receiver room feeds.
  • the piston 3 is a two-part piston 3 comprising a jacket piston 32 with a piston ring package 33 and a piston positioned in the piston 32 main piston 31.
  • the cylinder 2 is a Retaining device 5 provided for the shell piston 32 such that the shell piston 32 in the area of bottom dead center UT by the retainer 5 from the main piston 31 with respect to the cylinder axis Z can be lifted, so that, as in Fig. 2b illustrated, the purge air 41 from the inlet portion 22 through a purge air opening 320 of the shell piston 32 is introduced into the combustion chamber 200.
  • Fig. 2b The introduction of the scavenging air 41 via the scavenging air opening 320 of the jacket piston 32 is in Fig. 2b illustrated, showing a cylinder assembly 1 according to the invention with piston 3 in the open state.
  • Fig. 2b The main piston 31 moves just near the bottom dead center UT and is therefore separated from the shell piston 32, which is in the retainer 5, which is designed as a retaining ring in the interior of the cylinder 2 deducted.
  • the purge air opening 320 is open in the shell piston 32, so that an opening cross-section 111 is formed, through which the purge air can flow into the combustion chamber 200, as is symbolized by the arrows 41.
  • a second, very important for practice embodiment of an inventive cylinder assembly 1 with damping element 10 is shown schematically, wherein the damping element 10 is formed as an adjusting device 11 in the form of a spacer element.
  • the adjusting device 11 and the damping element 10 is here a hydraulic element, which can be acted upon by hydraulic fluid, not shown, with a predetermined amount of hydraulic fluid under a predetermined pressure, whereby on the one hand, the damping force, me the jacket piston 32 when placed on the Retaining device 5 is damped, is adjustable.
  • the distance between retaining device 5 and shell piston 32 is adjustable, so that thereby the opening cross-section 111 and thus the supply of scavenging air 41 in the combustion chamber 200 to the respective operating conditions is flexibly adaptable.
  • the two-stroke large diesel engine of the invention can be used for the first time as a "dual fuel” engine, which can be operated alternatively with various fuels such as gas, heavy oil, diesel oil or other fuels, because now the amount of scavenging air 41, which is introduced into the combustion chamber 200 during the flushing process, for the first time can be set variably within very wide limits.
  • lubricating oil can be brought out of the running surface of the cylinder 2 from the interior of the cylinder 2 to the outside and either disposed of there or fed for reuse. It is also possible to introduce lubricating oil into the cylinder 2 via the aforementioned evacuation bore 12 as an alternative.
  • a centering means 13 for centering the main piston 31 with respect to the shell piston 32 so that on the one hand, the main piston 31 is always accurately inserted into the shell piston 32. And on the other hand in the assembled state of the piston 3 of the main piston 31 and the shell piston 32 always positively positively act together so that the combustion chamber 200 during the compression phase, the combustion phase and the expansion phase until at the beginning of the rinsing phase is securely sealed against the piston subspace largely pressure.
  • the centering means 13 is provided here by way of example on an outer surface of the main piston 31 as a conical design of the main piston 31 and in the form of a corresponding inversely conical surface on the shell piston 32. If the piston upward movement in the direction of top dead center is then initiated in the operating state from bottom dead center UT, the main piston 31 automatically centers in the shell piston 32 and thus closes the scavenging air opening 320 of the shell piston 32 so that the piston 3 again assumes its normal function as a working piston can.
  • FIG. 4a is a further specific embodiment of a piston according to the invention shown schematically, with a better understanding Fig. 4b the example of Fig. 4a again in a perspective view and in Fig. 4c a more detailed representation of the interior of the shell piston 32 gem. Fig. 4a respectively. Fig. 4b you can see.
  • a centering means 13 for centering the main piston 31 with respect to the shell piston 32, so that here again on the one hand, the main piston 31 is always accurately inserted into the shell piston 32. And on the other hand in the assembled state of the piston 3 of the main piston 31 and the shell piston 32 always positively positively cooperate such that the combustion chamber during the compression phase, the combustion phase and the expansion phase until the beginning of the rinsing phase is securely sealed against the piston subspace largely pressure.
  • the centering means 13 is provided here on an outer surface of the main piston 31 as a conical design of the main piston 31 and in the form of a corresponding inversely conical surface on the shell piston 32.
  • the main piston 31 has a first anti-rotation 1301, here in the example via a plurality of first anti-rotation 1301 and a corresponding number of second anti-rotation 1302 inside the shell piston 32.
  • the first anti-rotation 1301 and the second anti-rotation 1302 act in the assembled state of Piston 3 together so that a rotation of the shell piston 32 against the main piston 31 at least during the compression phase, the combustion phase and the expansion phase until the beginning of the rinsing phase is reliably prevented.
  • a respective damping element 10 which is designed as an adjusting device 11, wherein the adjusting device 11 may also be a suitable hydraulic, pneumatic or electrical adjusting device 11 or damping element 10, in particular also as simple Spring element, possibly can be configured with adjustable spring travel.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP12154274A 2011-03-23 2012-02-07 Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur Withdrawn EP2503116A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12154274A EP2503116A1 (fr) 2011-03-23 2012-02-07 Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP11159456 2011-03-23
EP12154274A EP2503116A1 (fr) 2011-03-23 2012-02-07 Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur

Publications (1)

Publication Number Publication Date
EP2503116A1 true EP2503116A1 (fr) 2012-09-26

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EP12154274A Withdrawn EP2503116A1 (fr) 2011-03-23 2012-02-07 Agencement de cylindre et piston pour un moteur à combustion à piston élévateur rincé en longueur

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EP (1) EP2503116A1 (fr)
JP (1) JP2012202403A (fr)
KR (1) KR20120108911A (fr)
CN (1) CN102691565A (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2711530A1 (fr) 2012-09-21 2014-03-26 Wärtsilä Schweiz AG Piston et agencement de cylindre pour un moteur à combustion à piston élévateur rincé en longueur
EP2730758A1 (fr) * 2012-11-09 2014-05-14 Bryan Laumonier Piston à soupape intégrée
WO2016145734A1 (fr) * 2015-03-17 2016-09-22 尹建 Ensemble tige de raccordement de piston pour moteur exempt de point mort à tige de raccordement enchaînée intégrée de piston alternatif
EP4166766A1 (fr) * 2021-10-15 2023-04-19 Winterthur Gas & Diesel AG Grand moteur diesel à balayage axial

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CN106014626A (zh) * 2016-07-12 2016-10-12 魏伯卿 变缸发动机多级套缸变缸装置
CN112780438A (zh) * 2021-01-19 2021-05-11 山东交通学院 一种新型十字头式二冲程直流扫气活塞组件
CN112780437A (zh) * 2021-01-19 2021-05-11 山东交通学院 一种新型十字头式二冲程直流扫气活塞装置
CN112792566B (zh) * 2021-01-19 2022-02-18 山东交通学院 一种新型十字头式二冲程直流扫气活塞装置的装配方法

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US1580720A (en) * 1922-07-31 1926-04-13 John K Gold Two-cycle engine
DE19904004C1 (de) * 1999-02-02 2000-04-20 Udo Wagener Zweitaktmotor
WO2004067929A1 (fr) * 2003-01-27 2004-08-12 Tihomir Sic Moteur a deux temps a systeme de distribution a soupapes
US20060196456A1 (en) * 2005-03-03 2006-09-07 Hallenbeck Samuel R Energy efficient clean burning two-stroke internal combustion engine
WO2008107515A1 (fr) * 2007-03-08 2008-09-12 Wärtsilä Finland Oy Moteur à deux temps amélioré

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JPS63126520U (fr) * 1987-02-10 1988-08-18
JP2501268B2 (ja) * 1992-04-02 1996-05-29 株式会社ディーゼルユナイテッド ２サイクル内燃機関
SK932004A3 (sk) * 2004-02-10 2005-11-03 Štefan Kanozsay Dvojtaktný piestový spaľovací motor s vysokou účinnosťou pracujúci bez vibrácií

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1580720A (en) * 1922-07-31 1926-04-13 John K Gold Two-cycle engine
DE19904004C1 (de) * 1999-02-02 2000-04-20 Udo Wagener Zweitaktmotor
WO2004067929A1 (fr) * 2003-01-27 2004-08-12 Tihomir Sic Moteur a deux temps a systeme de distribution a soupapes
US20060196456A1 (en) * 2005-03-03 2006-09-07 Hallenbeck Samuel R Energy efficient clean burning two-stroke internal combustion engine
WO2008107515A1 (fr) * 2007-03-08 2008-09-12 Wärtsilä Finland Oy Moteur à deux temps amélioré

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2711530A1 (fr) 2012-09-21 2014-03-26 Wärtsilä Schweiz AG Piston et agencement de cylindre pour un moteur à combustion à piston élévateur rincé en longueur
EP2730758A1 (fr) * 2012-11-09 2014-05-14 Bryan Laumonier Piston à soupape intégrée
WO2016145734A1 (fr) * 2015-03-17 2016-09-22 尹建 Ensemble tige de raccordement de piston pour moteur exempt de point mort à tige de raccordement enchaînée intégrée de piston alternatif
EP4166766A1 (fr) * 2021-10-15 2023-04-19 Winterthur Gas & Diesel AG Grand moteur diesel à balayage axial

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KR20120108911A (ko) 2012-10-05
CN102691565A (zh) 2012-09-26

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