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WO2001002752A1 - Mécanismes articulés à «combustion isométrique» - Google Patents

Mécanismes articulés à «combustion isométrique» Download PDF

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Publication number
WO2001002752A1
WO2001002752A1 PCT/IT2000/000268 IT0000268W WO0102752A1 WO 2001002752 A1 WO2001002752 A1 WO 2001002752A1 IT 0000268 W IT0000268 W IT 0000268W WO 0102752 A1 WO0102752 A1 WO 0102752A1
Authority
WO
WIPO (PCT)
Prior art keywords
rod
piston
crankcase
rods
hinged
Prior art date
Application number
PCT/IT2000/000268
Other languages
English (en)
Inventor
Cosimo Sarno
Original Assignee
Cosimo Sarno
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 Cosimo Sarno filed Critical Cosimo Sarno
Priority to AU58457/00A priority Critical patent/AU5845700A/en
Priority to EP00944228A priority patent/EP1129309A1/fr
Publication of WO2001002752A1 publication Critical patent/WO2001002752A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • 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
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • 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
    • F02B75/06—Engines with means for equalising torque
    • F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H21/00—Gearings comprising primarily only links or levers, with or without slides
    • F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
    • F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
    • F16H21/18—Crank gearings; Eccentric gearings
    • F16H21/22—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric
    • F16H21/32—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric with additional members comprising only pivoted links or arms
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/36—Modified dwell of piston in TDC
    • 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 regards crank mechanisms which when used in internal combustion engines give the possibility to improve thermodynamic efficiency .
  • crank mechanism in the literature, having the same objectives of the proposed ones which, above all, it is different from the proposed one by the number of the hinges constituting the system; this ist concerned was patented by myself (“FOUR DEAD CENTER CRANK MECHANISM”) (PCT/IT89/00075).
  • the main objective of this patent is the achievement of combustion at constant volume ("isometric combustion") by means of kinematic mechanisms which allow the "stopping" of the piston around the Top Dead Centre (TDC) ("Stopping" of the piston means that the piston motion is less than 1% of the stroke) for a crank angle which can be more than 60°.
  • a crank mechanism able to achieve the above objective is constituted by six rods joined between each other by means of a total of eight hinges. Three of the hinges are hinged to the crankcase and one of the hinges is connected to the piston.
  • one of the rods has three hinges.
  • rods have been numbered and at each number it is associated the name of the rod, e,g., in all crank mechanisms, rod No 1 is the crankshaft, or it is referred to the crankshafts when referring to the twin crank variants.
  • Fig. 1 shows the crank mechanism as follows : there is a traditional crank mechanism (rods 1 and 2) having two connecting rod small end (C and C). A rod is hinged to one of the connecting rod small end (beam-engine 3) which has the other extremity (D) hinged to the crankcase; at the other connecting rod small end (C) it is hinged rod 4 which shares the other extremity (E) with two further rods (5 and 6). These rods have their other extremities hinged to the piston (F) and to the crankcase (G) respectively.
  • Fig. 3 Table 2 for the description of the motion of the piston.
  • the motion of point C during the rotation of the crank pin (B), has an alternate rotating motion around hinge D and describes a circumference arc which goes from Cs to Ci (rods 1, 2 and 3, respectively AB, BC and CD, delineate a four-bar chain .
  • the point C has a motion which is composed by the motion of point C and by rotations of point C around point C. These rotations are due to changes of the angle ⁇ composed by the segments BC and CD.
  • rod 4 the motion is transmitted to hinge E which, as it is hinged to rod 6, has an alternate rotating motion around the hinge G. The motion is therefore transmitted to the piston which is connected to hinge E by means of rod 5 and hinge F.
  • the piston will stop (or nearly stop) at the TDC provided that, around the TDC (angle ⁇ s, Fig. 3), the point C describes a trajectory belonging to the circumference (or to its around) having centre Es and radius equal to the length of rod 4. Therefore, by choosing the appropriate value of the angle $s, the combustion can be considered to be happening at constant volume.
  • Figure 3 shows two positions of the top dead centre ABICIC'I and AB2C2C2; to both top dead centre positions it corresponds the same position of the piston, therefore the motion of the piston, if it is not zero, it certainly is extremely close to zero when rod 1 performs angle ⁇ s.
  • Figure 3 also shows that both the forward strokes (compression and exhaust strokes) and the return stroke (expansion and suction strokes) are much faster compared to the traditional crank mechanisms. Therefore, the average speeds of the piston are higher because the above strokes happen at times which are proportional to the angles ⁇ i and Su (both angles are less than 180°).
  • CRANK MECHANISM VARIANTS :
  • Fig. differs from the main proposed crank mechanism because it does not have two connecting rod small end. It has instead, the beam-engine with an extremity having two hinges (rod 3).
  • the system is composed by a traditional crank mechanism (rods 1 and 2) having the connecting rod small end (C) connected, near an extremity of rod 3 (beam-engine), to three hinges having an extremity hinged to the crankcase (D) and the other extremity (C) connected to rod 4.
  • This latter rod has the other extremity (E) hinged to the extremities of further two rods (rods 6 and 5), rod 5 connects the system to the piston by means of hinge F whilst rod 6 connects the system to the crankcase by means of hinge G.
  • crank mechanisms resulting from the above crank mechanisms and having twin camshafts, can be obtained by making the above crank mechanisms symmetric to the cylinder axle or to an axle which is perpendicular to the plane containing the axles of the camshafts (some examples are illustrated in Figures 4, 5, 11 and 12).
  • crank mechanisms in order to increase the number of cylinders, it is possible to have a development in line increasing the number of the cranks or the number of the crankshafts. Another option would be to have two, possibly similar, systems facing each other or to put them side by side (preferably the same type of systems), and sharing or not sharing some of the elements (Fig. 17).
  • crank mechanisms The equilibration of crank mechanisms is achieved by adding masses on the prolongation of the rods having an extremity hinged to the crank case (rods 1, 3 and 6) and opposite to their free extremity.
  • the whole head of the piston could be made of ceramic material and the stem of aluminium, or the head of aluminium, the piston skirt of bronze and the stem of steel.
  • the piston skirt of twin crankshaft systems only act as a guide; this function can also be transferred to the stem of the piston or to a prolongation of the piston which will therefore be bound to run in a guide, thus avoiding the need for the head of the piston to have a skirt.
  • Another possibility is to have a rod in agreement with the crankcase, sliding in the stem of the piston ( Figures 13 and 14). This rod could be utilised to transport the oil which cools down the relevant parts. This rod, due to its motion in relation to the piston, could also act as an oil pump.
  • TDC for a given crank angle, are capable of meeting objective 1, that is to say that they realise the combustion at constant volume.
  • the proposed systems allow improvements because the surface of the cylinder which is exposed to the thermic exchange with the operating fluid is constantly lower or at the most equal (in correspondence to the dead centres) to the traditional systems.
  • the thermic exchange can be further reduced by taking in account the actual possibility of using ceramic materials, as shown in some crank mechanisms described above.
  • the use of the above systems allows combustion at constant volume with the following advantages : the first of them is the increase of the engine thermodynamic efficiency because the "Otto" cycle has, with equal compression ratio, a thermodynamic efficiency superior to the Diesel engines; another advantage is that the fuel injection starts and ends with the piston in a position corresponding to the TDC, therefore the start of the injection happens at higher temperatures and pressures, as compared to a traditional system where the injection starts earlier than the TDC; therefore there is a reduction of the delay of the ignition which is known to cause the rough functioning of these types of engines and to cause overload of the elements of the crank mechanism.
  • crank mechanisms it is therefore possible to achieve both combustion at constant volume and reduction of the thermic exchanges, with improvement of the thermodynamic efficiency, of the specific consumption, and of the amount and quality of the polluting masses and of the performance of the engine.
  • the stopping of the piston at the TDC allows the crossing times of the valves to play a less relevant role compared to the traditional systems.
  • the crossing times could also be zero without relevant impact on the performance of the engine. It is therefore possible that, in order to obtain a variable phase of the valves we have to ensure that, during the motion, the inlet cams maybe dephased with the exhaust cams; this will produce a modification of the distribution diagram, that is to say that it is possible to obtain both the desired delay of the inlet-valve closing and the desired early opening of the exhaust valve, also if this implies a change of the intersection angle.
  • variable distribution becomes extremely easy if we have a twin camshaft, as it is sufficient to be able to dephase them both between each other and between them and the crank; the above dephasings are obtainable by applying variable turnbuckles on the branches of the belts or of the distribution chains, and also by using wheelworks with an helicoidal shape, the sliding of which on the rotation axle produces the desired dephasing.
  • crank mechanisms are composed by a number of rods which is higher compared to the traditional one, therefore expecting an increased loss of power by friction.
  • Figure 12 shows that the compression chamber is delimited by the lower part of the piston, the cylinder and a surface which closes itself on the stem of the piston. It is possible to see the inlet and exhaust lights of the compression chamber provided with automatic valves which however, are not always necessary; it is to be pointed out that the drawing is to be looked at in a schematic way and that it is not shown how the compressed fuel in the compression chamber can communicate with the combustion chamber, as this is a well known issue.
  • the above solution can be usefully applied as a an over-feed to the four-stroke engines, allowing communication through possibly refrigerated pipes, between the exit of the compression chamber and the inlet-valve (positioned on the cylinder head and not shown in Figure 12).
  • the over-feed is obtainable due to the fact that in the four-stroke engines the induction stroke happens after every two crank turns, whilst in the compression chamber there is a pumping at each turn; therefore after the first turn the pipe is put under pressure (the pressure in the pipe is maintained by possibly automatic and unidirectional valves) and during the second turn, this pressure and the second pumping are used by the induction stroke.
  • ADJUSTMENT SYSTEMS We have seen that in the proposed crank mechanisms it is possible to give the piston a given motion law which will be dependent on the choices made in the planning phase; the choices to be made regard the length of the rods and the coordinates of the hinges connected to the crankcase. A change in the co-ordinates of the hinges connected to the crankcase (for example point D, and for the twin crankshaft crank mechanisms also its symmetric point) will be reflected in a change of the motion law of the piston.
  • adjustable hinges either "una tantum” (in the assemblage phase or when the engine is stopped) and/or continuously (during the motion).
  • One system comprises cylindrical elements which are capable to turn around their own axle and are hinged to the crankcase, and which have an eccentric hole where there is hinge D. If the adjustment of the system has to happen when the engine is stopped or during the assembling phase, the cylindrical bearings with eccentric hole can be fixed to the crankcase in a given position (for example, Figures 15 and 16 show a system with four possible adjustments for as many holes for the fixing); if instead the adjustment of the system has to be continuous then the above bearings have to be able to turn around their own axle by using gearings, chains, belts, levers or other.
  • FIG. 14 Another system is in such a way that the hinge(s), which are subject to adjustment, are not hinged to the crankcase but to the extremity of a rod ( Figure 14) which has the other extremity hinged to the crankcase.
  • the adjustment happens by allowing movements of the above rod around the extremity hinged to the crankcase until the desired position is reached; this position can be fixed or variable (Figure 13 shows an example of the application of the above to a twin crankshaft system; this figure also shows one of the possible leading systems constituted by two rods sharing one extremity and having the other two extremities hinged to the bearings; the desired position is reached by allowing sliding of the extremity shared by the rods into a guide).
  • Another system could be to fix the first system described above (cylinder with eccentric hole) to an extremity of the second system, also described above.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Pressure-Spray And Ultrasonic-Wave- Spray Burners (AREA)

Abstract

L'invention concerne de nouveaux mécanismes articulés capables d'améliorer l'efficacité thermodynamique du moteur par: a) une combustion à volume constant ou combustion isométrique, rendue possible par le blocage du piston au niveau du point mort haut (TDC); b) une réduction de l'échange de chaleur; et c) une diminution, voire une annulation, des forces latérales qui s'exercent entre le piston et la paroi du cylindre. L'efficacité thermodynamique renforcée du moteur augmente sa puissance, limite sa consommation de carburant et rend les émissions polluantes moins nocives tout en réduisant leur quantité. Des essais ont été menés sur deux prototypes de moteur pour vérifier ces affirmations.
PCT/IT2000/000268 1999-07-02 2000-06-30 Mécanismes articulés à «combustion isométrique» WO2001002752A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU58457/00A AU5845700A (en) 1999-07-02 2000-06-30 "isometric combustion" crank mechanisms
EP00944228A EP1129309A1 (fr) 1999-07-02 2000-06-30 Mecanismes articules pour combustion isometrique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT1999PZ000003A ITPZ990003A1 (it) 1999-07-02 1999-07-02 Sistemi a combustione isometrica.
ITPZ99A000003 1999-07-02

Publications (1)

Publication Number Publication Date
WO2001002752A1 true WO2001002752A1 (fr) 2001-01-11

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ID=11397498

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IT2000/000268 WO2001002752A1 (fr) 1999-07-02 2000-06-30 Mécanismes articulés à «combustion isométrique»

Country Status (4)

Country Link
EP (1) EP1129309A1 (fr)
AU (1) AU5845700A (fr)
IT (1) ITPZ990003A1 (fr)
WO (1) WO2001002752A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002059468A1 (fr) * 2001-01-26 2002-08-01 Helmut Obieglo Moteur a combustion interne a bielle articulee et temps allonge au point mort haut
WO2003036087A3 (fr) * 2001-10-25 2003-10-02 Mdi Motor Dev Internat Sa Controle de la cinematique de la course de pistons de moteur thermique 3 ou 5 temps
WO2008132290A1 (fr) * 2007-04-23 2008-11-06 Mdi Motor Development International Carter moteur modulaire pour moteur a cylindres opposes et a chambre active
FR2950391A1 (fr) * 2009-09-18 2011-03-25 Gerald Viennois Moteur thermique a explosion
CN102483048A (zh) * 2009-09-01 2012-05-30 雷纳托·巴斯托斯·里贝罗 能量倍增器杠杆系统
WO2015082517A3 (fr) * 2013-12-06 2015-07-30 Baustoffwerke Gebhart & Söhne GmbH & Co. KG Moteur à combustion interne à volume constant
WO2016046243A1 (fr) * 2014-09-23 2016-03-31 Miceli Giuseppe Maria Moteur à combustion interne et son procédé de construction
WO2016118097A1 (fr) * 2015-01-21 2016-07-28 Mustafa Dayanik Moteur à piston avec combustion interne et moment d'inertie
WO2016133476A1 (fr) * 2015-02-18 2016-08-25 Danyanik Mustafa Appareil qui transforme l'énergie présente dans des gaz comprimés en mouvement de rotation

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2392921A (en) * 1943-04-10 1946-01-15 Charles A Holman Engine
US4300405A (en) * 1979-04-05 1981-11-17 Bauer Kompressoren, Gmbh Central guide means for the piston of a reciprocating piston machine
WO1990001647A1 (fr) * 1988-08-02 1990-02-22 Cosimo Sarno Double transmission inversee a bielle et manivelle
WO1990005862A1 (fr) 1988-11-16 1990-05-31 Cosimo Sarno Mecanisme a bielle et manivelle avec quatre points morts
US5588350A (en) * 1993-07-06 1996-12-31 Freudenberg-Nok General Partnership Manufacture of banded pistons
WO1998023855A1 (fr) * 1996-11-27 1998-06-04 Heinz Winger Moteur alternatif
US5862781A (en) * 1994-12-18 1999-01-26 Rossle; Gottfried Two-stroke internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1874194A (en) * 1928-10-22 1932-08-30 King Albert Bentley Internal combustion engine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2392921A (en) * 1943-04-10 1946-01-15 Charles A Holman Engine
US4300405A (en) * 1979-04-05 1981-11-17 Bauer Kompressoren, Gmbh Central guide means for the piston of a reciprocating piston machine
WO1990001647A1 (fr) * 1988-08-02 1990-02-22 Cosimo Sarno Double transmission inversee a bielle et manivelle
WO1990005862A1 (fr) 1988-11-16 1990-05-31 Cosimo Sarno Mecanisme a bielle et manivelle avec quatre points morts
US5309779A (en) * 1988-11-16 1994-05-10 Cosimo Sarno Four dead centers crank mechanism
US5588350A (en) * 1993-07-06 1996-12-31 Freudenberg-Nok General Partnership Manufacture of banded pistons
US5862781A (en) * 1994-12-18 1999-01-26 Rossle; Gottfried Two-stroke internal combustion engine
WO1998023855A1 (fr) * 1996-11-27 1998-06-04 Heinz Winger Moteur alternatif

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1129309A1

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002059468A1 (fr) * 2001-01-26 2002-08-01 Helmut Obieglo Moteur a combustion interne a bielle articulee et temps allonge au point mort haut
WO2003036087A3 (fr) * 2001-10-25 2003-10-02 Mdi Motor Dev Internat Sa Controle de la cinematique de la course de pistons de moteur thermique 3 ou 5 temps
WO2008132290A1 (fr) * 2007-04-23 2008-11-06 Mdi Motor Development International Carter moteur modulaire pour moteur a cylindres opposes et a chambre active
CN102483048A (zh) * 2009-09-01 2012-05-30 雷纳托·巴斯托斯·里贝罗 能量倍增器杠杆系统
FR2950391A1 (fr) * 2009-09-18 2011-03-25 Gerald Viennois Moteur thermique a explosion
WO2015082517A3 (fr) * 2013-12-06 2015-07-30 Baustoffwerke Gebhart & Söhne GmbH & Co. KG Moteur à combustion interne à volume constant
US10309301B2 (en) 2013-12-06 2019-06-04 Baustoffwerke Gebhart & Soehne Gmbh & Co. Kg Constant-volume combustion engine
WO2016046243A1 (fr) * 2014-09-23 2016-03-31 Miceli Giuseppe Maria Moteur à combustion interne et son procédé de construction
CN106795809A (zh) * 2014-09-23 2017-05-31 朱塞佩·玛利亚·米彻利 内燃机和构造内燃机的方法
WO2016118097A1 (fr) * 2015-01-21 2016-07-28 Mustafa Dayanik Moteur à piston avec combustion interne et moment d'inertie
WO2016133476A1 (fr) * 2015-02-18 2016-08-25 Danyanik Mustafa Appareil qui transforme l'énergie présente dans des gaz comprimés en mouvement de rotation

Also Published As

Publication number Publication date
AU5845700A (en) 2001-01-22
EP1129309A1 (fr) 2001-09-05
ITPZ990003A0 (it) 1999-07-02
ITPZ990003A1 (it) 2001-01-02

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