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EP0101464A1 - Organe de commande de l'ecoulement d'un fluide pour des moteurs a combustion interne - Google Patents

Organe de commande de l'ecoulement d'un fluide pour des moteurs a combustion interne

Info

Publication number
EP0101464A1
EP0101464A1 EP83900646A EP83900646A EP0101464A1 EP 0101464 A1 EP0101464 A1 EP 0101464A1 EP 83900646 A EP83900646 A EP 83900646A EP 83900646 A EP83900646 A EP 83900646A EP 0101464 A1 EP0101464 A1 EP 0101464A1
Authority
EP
European Patent Office
Prior art keywords
flow
flow passage
flow control
internal combustion
passage
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Withdrawn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
EP83900646A
Other languages
German (de)
English (en)
Inventor
Richard Furneaux Kinnersly
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 EP0101464A1 publication Critical patent/EP0101464A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/06—Rotary or oscillatory slide valve-gear or valve arrangements with disc type valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/16—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being rotatable
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention is concerned with improvements relating to internal combustion engines, and in particular relates to means for the control of flow of fluid (gas and/or li quid) in internal combustion engines.
  • the invention has been devised primarily for the control of a fuel/air mixture to the cylinder of a crank case-scavenged two-stroke engine, but may be used to advantage in four-stroke engines.
  • opening and closing of the various passages through which fluid flows is controlled by a skirt on the engine piston.
  • Such control causes the passages to be opened and closed at specific points in the engine cycle, irrespective of engine speed, and irrespective of the state of various control devices of the engine.
  • an internal combustion engine comprising a flow passage through which fluid flows towards the engine cylinder, a valve means which is operative alternately to open and close the passage, and a flow control device movable to vary the area of the passage presented to the valve means.
  • the flow control device may be movable to vary the cross-sectional area of the flow passage presented to the valve means either in the sense of increasing or decreasing the area, or in the sense of varying the spacial relationship of the area relative to the valve means, such as varying the angular relationship of the flow passage relative to the valve means, without any simultaneous increase or decrease in the cross-sectional area of the flow passage itself.
  • the flow control device may be movable across the passage to vary the area of a mouth of the passage presented to the valve means. In this manner, the point at which the valve member in its movement across the mouth opens the flow passage for flow of fluid therethrough, or closes the flow passage for terminating flow of fluid therethrough, may be varied.
  • valve means in which the valve means moves in synchronism with the engine, for example being provided by a movable part of the engine or being driven by a movable part of the engine, the valve means may be provided by the engine piston, or may be provided by a separate member driven from the engine crank.
  • the flow control device may be utilised to vary the flow of fuel and air to the engine, or to vary the point in the engine cycle at which such flow is commenced, and/or is terminated, or a combination of both of these, whereby a more desirable timed relationship between these events in accordance with the degree of throttling desired, may be obtained.
  • the flow passage may be that passage through which a mixture of fuel and air flows into the engine cylinder (in the case of a crank case scavenged two-stroke engine beneath the engine piston), the mouth of said passage providing the inlet port.
  • the flow passage may be the transfer passage through which a mixture of fuel and air flows from the crank case beneath the piston into the cylinder above the. piston, said mouth providing the transfer port.
  • the flow passage may extend to a chamber within which (e.g.) a rotary valve member is mounted.
  • the valve means may be movable linearly across the mouth of the flow passage, or may be movable rotational ly across the mouth of the flow passage, conveniently being provided with one or more flow apertures through which, in the use of the engine, fuel flows to the engine cylinder.
  • the flow control member may similarly be mounted for linear movement across the mouth of the flow passage, or may be movable rotationally, being provided with one or more flow apertures, and being connected to, and moved by, a throttle control member of the engine. Alternatively, the flow control member may be mounted for pivotal or arcuate movement across the mouth of the flow passage.
  • an internal combustion engine comprising a cylinder, a piston reciprocably mounted in the cylinder, a flow passage through which a fluid comprising a mixture of fuel and air is fed into the engine cylinder, valve means movable alternately to open and close the flow passage in timed relationship with the engine cycle, and flow control means selectively positio ⁇ able across the flow passage and which is operative
  • the flow control means is operative to vary the restriction to flow of fluid along the flow passage by varying the cross-sectional area of the or part of the flow passage.
  • the flow control means comprises a flow control member movable generally in a plane extending at right angles . to the direction of flow of fluid through the passage to vary the cross-sectional area of the flow passage.
  • FIGURE 1 is a side sectional view of the flow control system which is the first embodiment of this invention
  • FIGURES 2, 3 and 4 are transverse sectional views of the flow control system shown in Figure 1, showing a flow control member thereof in three different positions;
  • FIGURE 5 is a schematic view illustrating the timing of various events in the two-stroke engine of which the fluid control system which is the first embodiment of this invention forms part;
  • FIGURE 6 is a view similar to Figure 1, being a side sectional view of the flow control system which is the second embodiment of the invention;
  • FIGURES 7 and 8 are transverse sectional views of the flow control system shown in Figure 6, showing a flow control member thereof in two different position;
  • FIGURES 9 to 12 are scrap views showing the fluid flow control system which is the third embodiment of this invention.
  • FIGURE 13 is a schematic perspective view showing the fluid flow control system which is the fourth embodiment of this invention.
  • FIGURE 14 is an end elevation, viewed in the direction A of Figure 13;
  • FIGURE 15 is a cross-sectional view taken on Figure 13;
  • FIGURES 16 and 17 are scrap views showing the fluid flow control system which is the fifth embodiment of this invention;
  • FIGURE 18 is a scrap view showing the flow control system which is the sixth embodiment of this invention.
  • FIGURES 19 and 20 are scrap views showing the fluid flow control system which is the seventh embodiment of this invention.
  • the fluid flow control system which is the first embodiment of this invention is specifically adapted for controlling the flow of a mixture of petroleum fuel and air to the crank case of a two-stroke engine.
  • the system comprises a housing 6 provided with a cylindrical bore 8, a flow passage 10 extending at right angles to the longitudinal axis of the bore opening into the bore, and a flow passage 12 extending from the bore and which opens into a generally lower part of the engine cylinder.
  • a cylindrical valve member 14 mounted in the bore 8 is a cylindrical valve member 14, said valve member being mounted on end plates 18, 19 which are themselves journalled on bearings 20.
  • the end plate 16 comprises a stub shaft 26 to which a drive sprocket 28 is secured.
  • a cylindrical control member 30 mounted within the valve member 14 is a cylindrical control member 30, being provided with a diametral flow passage 32.
  • the control member 30 is additionally provided with stub shafts 34, 36 which are themselves mounted in said bearings 20.
  • the stub shaft 36 has additionally splined thereon a throttle lever 38, which may be operated to rotate the control member 30 abouts its longitudinal axis.
  • the diameter of the bore 8, the inner and outer diameters of the valve 14 and the outer diameter of the control member 30 are so arranged as to provide for a clearance fit one within the other.
  • the drive sprocket 28 is driven by a pulley, chain, or gearing by the engine crank so that the valve member 14 rotates at half engine speed, the valve member moving in the direction shown in Figure 2.
  • the valve member 14 is additionally provided with two diametrically opposite flow apertures or ports 15, which during rotation of the valve member 14, are alternately aligned with the flow passages 10 and 12.
  • the flow control system above described may be used in a manner in which a mixture of petroleum fuel and air is fed through the flow passage 10, and by way of the flow passage 32 to the flow passage 12, in the direction of the arrow A in Figure 2.
  • air alone may be fed through the flow passage 10 and fuel may be injected directly into the flow passage 32 by an injection nozzle mounted on the centreline of the flow control member 30.
  • valve member 14 The angular positioning of the valve member 14 is so arranged that the ports 15 are in alignment with the flow passages 10 and 12 over the period in the engine cycle when fuel is required to be delivered to the engine cylinder.
  • fuel commences to flow to the engine at the point in the cycle of the valve member 14 when the leading edges 16 of the two ports 15 move into communication with the flow passages 10 and 12 respectively, and flow of fuel to the engine is terminated when the trailing edges 17 of the apertures 15 pass beyond the flow passage 32 of the control member 30, that being the position shown in Figure 4.
  • This may be effected either by retaining the flow control member as is shown in Figures 2 to 4, being one in which movement from Its fully open to its fully throttled position is obtained by anti-clockwise movement thereof, but reversing of the direction of rotation of the valve member 14, or by retaining the direction of rotation of the valve member 14 as is shown in Figures 2 to 4, but throttling the engine by movement of the flow control member from the position shown in Figure 4 in a clockwise direction.
  • the "inlet valve open” event may be varied between 6 before bottom dead centre in a “shut throttle” condition and 50o after bottom dead centre in an “open throttle” condition.
  • a venting duct may be provided in the body 6 extending parallel to the flow passage 10, and a further duct may be provided in the flow control member 30 from the flow passage 32 generally at right angles thereto, these ducts being shown in dotted lines in Figure 3. In this manner, any excess pressure in the flow passage 32 may be relieved by the venting duct, at the point in the engine cycle when one of the ports 15 provides communication between said two ducts.
  • the central cylindrical member 30a is stationary, and throttling is effected by the provision of a cylindrical throttling sleeve 40 provided with ports 42 mounted around the valve member 14a.
  • the throttling sleeve 40 may be moved rotationally between the position shown in Figure 7, in which the engine is fully throttled, and the position shown in Figure 8, in which the throttle is fully open.
  • movement of the throttle control is effective to rotate said flow control member to selectively close the outlet passage 12a, and hence to vary the timing of the "inlet closed” event in accordance with the condition of the throttle, when the valve member is rotating in a clockwise direction, or the timing of the "inlet open” event in accordance with the condition of the throttle, when the valve member is rotating in an anti-clockwise direction,
  • cylindrical flow control member 40 there may be substituted for the cylindrical flow control member 40 a flow control device which is provided by part cylindrical members which are mounted for rotation about a common axis, being moved in opposite directions by the throttle control, such that the part cylindrical members move away from one another to open the outlet passage 12a, and move towards one another to close the outlet passage 12a, conveniently meeting in abutment on or adjacent to the centreline of the outlet passage 12a when the throttle is fully closed.
  • a flow control device which is provided by part cylindrical members which are mounted for rotation about a common axis, being moved in opposite directions by the throttle control, such that the part cylindrical members move away from one another to open the outlet passage 12a, and move towards one another to close the outlet passage 12a, conveniently meeting in abutment on or adjacent to the centreline of the outlet passage 12a when the throttle is fully closed.
  • the part-cylindrical members may be arranged to meet in abutment when the throttle is in its fully closed condition, somewhat off-centre, and the members may be arranged to respond at differential speeds to movement of the throttle control, such that the variation which is effected to the "inlet open” event with movement of the throttle differs from the variation in the "inlet closed” event.
  • venting ducts of the type shown in dotted lines in Figure 3 are utilised
  • a transfer duct must be provided in the throttling member, to ensure that the venting duct provided in the body and the duct provided in the member 30a are capable of communicating throughout the range of movement of the throttling member.
  • the housing 6b is provided by a generally cylindrical body through which a flow passage 10b extends along a line, spaced from the longitudinal axis.
  • a flow passage 10b extends along a line, spaced from the longitudinal axis.
  • Mounted on a drive shaft 58 extending along the longitudinal axis of the housing 6b is a disc-shaped valve member 14b, shown in Figure 12.
  • a sector of the valve member 14 b is cut away, shown in Figure 12, to provide a flow aperture or port 15b.
  • the valve member 14 b is rotated at engine speed, and movement of the port 15b across the flow passage 10 b permits flow of fluid through the passage 10 b towards the engine cylinder.
  • the body is provided with an annular recess 50, within which a flow control member 30b in the form of an arcuate disc Is free to move, the recess 50 having a parallel-sided path to permit entry of the member 30 b, and a dove-tail part extending over the range of operative movement of the member 30 b to retain it captive in the recess.
  • the flow control member 30b is provided with an arcuate recess 52, one side thereof being provided with teeth 54, with which a throttle actuating pinion 56 engages.
  • the throttle actuating pinion is moved to move the flow control member 30b arcuately within the groove 50, between a fully open position shown in Figure 9, and a fully throttled position in which the control member 30 b overlies the flow passage 10a.
  • the arrangement shown in Figures 9 to 12 may be utilised to advance or retard termination of flow of fluid to the engine cylinder, or to advance or retard commencement of flow of fluid to the engine cylinder, in accordance with the direction of rotation of the valve member 14b.
  • two flow control members which may be moved simultaneously by the throttle control towards the centreline of the flow passage 10b on closing of the throttle, and away from the centreline of the passage 10b on opening of the throttle.
  • Such an arrangement similarly allows simultaneous variation of both the "inlet closed” and “inlet open” events in accordance with the condition of the throttle.
  • Such an arrangement is conveniently mounted on the end face of a suitable ported rotary valve for a four stroke engine.
  • the fourth embodiment of this invention illustrated in Figures 13 to 15 is an internal combustion engine comprising a housing 66 providing a cylinder
  • the housing 66 and head 72 are each provided with semi-circular cavities 74 and 75 respectively, which, when the head is secured to the body, provides a cylindrical chamber 76 within which a rotary valve member or rotor 78 is mounted for rotation on bearings 79 about a longitudinal axis extending at right angles to the axis of the cylinder, the rotor being provided with two inlet and two exhaust ports 80 and 82 respectively which, during rotation of the rotor, are sequentially brought into communication with the cylinder, to allow respectively a combustible fluid comprising a mixture of petroleum fuel and air to enter the cylinder, and burned gases to be ducted from the cylinder.
  • an end cap 88 Mounted over the chamber 76 at one end thereof is an end cap 88, a hollow stem 90 of the rotor extending therethrough, drive means being connected to said stem to cause rotation of the rotor in synchronism with movement of the engine piston 10, for example the rotor being rotated at on quarter crankshaft speed.
  • the end cap 88 is provided with an inlet duct 89 to which combustible fluid is delivered, and with which, as the rotor rotates in the rotor chamber, the inlet port is successively aligned.
  • flow control means Mounted in a conical space 100 between the rotor and the end cap 88 is flow control means, afforded by two flow control members 102, 104. Also extending through the end cap is throttling means, comprising two drive shafts 106, 108, each comprising a pin 107, 109 respectively which is located in a corresponding slot 103 or 105 of a respective one of the flow control members, and by rotation of which the flow control members may be moved either separately or in unison towards and away from the inlet duct 89.
  • the flow control members 102 and 104 are shown in Figure 14 in fully throttled positions, in which the inlet duct 89 is almost completely covered.
  • the flow control members may be moved away from the inlet duct, to fully open positions.
  • the flow control elements whilst normally moving in opposite directions, may also be moved in unison in the same direction to change the mean angle of the "inlet open” or "inlet closed” events.
  • the flow control elements may be the sole throttling means in the inlet system, in which case they will be capable of fully closing the inlet duct 89, or may be arranged to have a limited travel, being operative primarily to vary the effective duration of the inlet timing, whilst a separately throttled carburretor (or fuel injection system) controls the quantities of fuel flowing into the engine cylinder.
  • the fifth embodiment of this invention, shown in Figures 16 and 17, is similar to the first embodiment above described, and similar numerals with the suffix c have been used to denote like parts.
  • the valve member 14c is provided by a skirt of the engine piston, and the flow passage 10c is provided in the cylinder wall and opens direct into the engine cylinder at a position normally below the engine piston.
  • the flow control member 30c is provided by a slide member linearly movable in a direction parallel to the reciprocatory motion of the piston in a channel 60, the control member being provided with a lip which is curved to provide a circumferential surface 31c adapted for movement in close proximity with the piston periphery, but desirably without contact.
  • a drive shaft 62 which is connected to the throttle lever, and which is connected to the control member 30c by an eccentric pin 64.
  • the leading edge of the control member does not retain a position for engagement with the engine piston throughout its movement, it is desirably constructed and arranged so as to co-operate with the engine piston in the fully open position, shown in full lines in Figure 18, and with the opposed wall of the flow passage 10d, when in its fully throttled position, shown in dotted lines in Figure 18.
  • a flow control member 30e similar to the flow control member 30d, is mounted in a flow passage 10e which is constituted by the transfer port of the engine which extends from the crank case of the two-stroke engine to an upper part of the cylinder.
  • a flow passage 10e which is constituted by the transfer port of the engine which extends from the crank case of the two-stroke engine to an upper part of the cylinder.
  • the highest compression ratio which can be used satisfactorily is normally determined by problems of "knock" at that speed which yields maximum volumetric efficiency, since with a fully open throttle the volumetric efficiency typically varies from 40% to 80% over the engine speed range. Whilst generally this will not exceed 50% for all but a small part of the engine speed range, the highest useful compression ratio must be determined by the brief period of high volumetric efficiency. This in turn limits the realised compression ratio and hence the realised expansion ratio, both of which (amongst other factors) determine the limits of thermal efficiency.
  • the range of volumetric efficiency can be controlled more narrowly and thus the thermal efficiency increased, since the realised cycle efficiency can be moved much closer to the upper limit set by the highest useful compression ratio, and consequently the parts load efficiency (generally the worst performance region of a fourstroke spark ignition engine) can greatly be improved.
  • the invention may be used to maximise volumetric efficiency at all speeds, or to deliberately control it to a figure well below unity, thus allowing an intentional inbalance between the expansion and compression ratios of approximately 2 : 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

Un système de commande d'écoulement pour un moteur à combustion interne comprend un passage d'écoulement (10, 12, 89) au travers duquel le fluide s'écoule vers le cylindre du moteur. Un organe de soupape (14, 78) entraîné en synchronisme avec le moteur ouvre et ferme alternativement le passage d'écoulement et un dispositif de commande (40, 102, 104) permet de faire varier la surface du passage d'écoulement exposée à l'organe de soupape. Le dispositif de commande d'écoulement peut être mobile pour faire varier la section transversale du passage d'écoulement (10, 12, 89) qui est exposée à l'organe de soupape (14, 78), soit pour augmenter ou diminuer cette surface, soit pour faire varier la relation dans l'espace de la surface par rapport à l'organe de soupape, par exemple en faisant varier la relation angulaire du passage d'écoulement par rapport à l'organe de soupape, ou une combinaison de ces deux fonctions.
EP83900646A 1982-02-05 1983-02-07 Organe de commande de l'ecoulement d'un fluide pour des moteurs a combustion interne Withdrawn EP0101464A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB8203405 1982-02-05
GB8203405 1982-02-05
GB8207397 1982-03-13
GB8207397 1982-03-13

Publications (1)

Publication Number Publication Date
EP0101464A1 true EP0101464A1 (fr) 1984-02-29

Family

ID=26281916

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83900646A Withdrawn EP0101464A1 (fr) 1982-02-05 1983-02-07 Organe de commande de l'ecoulement d'un fluide pour des moteurs a combustion interne

Country Status (2)

Country Link
EP (1) EP0101464A1 (fr)
WO (1) WO1983002800A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4924819A (en) * 1987-09-15 1990-05-15 Performance Industries, Inc. Rotary exhaust control valve for two-stroke cycle engines and process for using the same
US4993373A (en) * 1989-06-21 1991-02-19 General Motors Corporation Sealing shroud port timing valve for two cycle engine
FR2671137A1 (fr) * 1990-12-28 1992-07-03 Inst Francais Du Petrole Moteur a deux temps a balayage retarde du cylindre.
US5343841A (en) * 1991-05-08 1994-09-06 Nippondenso Co., Ltd. Intake control device of internal combustion engine
BE1005985A3 (fr) * 1992-06-10 1994-04-12 Discry Joseph Dispositif pour distribution rotative.
JP2001521093A (ja) * 1997-10-21 2001-11-06 フイルテルウエルク マン ウント フンメル ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 切換えローラ
FR2885668B1 (fr) * 2005-05-16 2008-11-28 Peugeot Citroen Automobiles Sa Dispositif d'obturation d'un conduit de fluide de vehicule automobile.
ITLI20120010A1 (it) * 2012-10-23 2014-04-24 Lapo Barbagli Motore a valvole rotative coniche con compensazione del rapporto di compressione.
US10012321B2 (en) * 2013-07-18 2018-07-03 Valentin POSTEVKA Cylindrical valve assembly

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR442228A (fr) * 1912-04-05 1912-08-27 Jean Billon Moteur à explosion à deux temps
FR1023618A (fr) * 1950-08-19 1953-03-20 Snecma Perfectionnement aux moteurs à deux temps
FR1526241A (fr) * 1967-04-12 1968-05-24 Perfectionnement aux moteurs à deux temps
DE2744781A1 (de) * 1977-10-05 1979-04-19 Bosch Gmbh Robert Drosselvorrichtung fuer stroemende medien
DD143940A1 (de) * 1978-10-02 1980-09-17 Bernd Schlosser Frischluftleitung fuer hubkolbenbrennkraftmaschinen mit einlassdrallkanaelen
US4228772A (en) * 1979-02-01 1980-10-21 General Motors Corporation Low throttled volume engine
DE2938118A1 (de) * 1979-09-20 1981-04-09 Volkswagenwerk Ag, 3180 Wolfsburg Regeleinrichtung fuer gemischverdichtende kolbenbrennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8302800A1 *

Also Published As

Publication number Publication date
WO1983002800A1 (fr) 1983-08-18

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