• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an internal combustion engine (1) with at least one double cylinder (2), in which two inner pistons (6) and two outer pistons (7) by at least one Innenpleuelstange (8) or a first Außenpleuelstange (11a) and a second Außenpleuelstange (11b) in the double cylinder (2) by a crankshaft (4) are arranged back and forth. Object of the present invention is to provide an internal combustion engine (1), the Außenpleuelstangen perform no pivoting movements. This object is achieved in that the two first Außenpleuelstangen (11 a) of the two outer pistons (7) are made coaxial and integral, and that the two second Außenpleuelstangen (11 b) are coaxial and integral.
    公开号:AT518769A4
    申请号:T50743/2016
    申请日:2016-08-18
    公开日:2018-01-15
    发明作者:Ing Adrian Tusinean Dr；Ing Ursula Hofbauer Dipl
    申请人:Ecool Advanced Urban Eng Gmbh；
    IPC主号:
    专利说明:

    The invention relates to an internal combustion engine with at least one double cylinder, in which two inner pistons and two outer pistons are arranged reciprocally by at least one Innenpleuelstange or a first Außenpleuelstange and a second Außenpleuelstange in the double cylinder by a crankshaft.
    By double cylinder is meant two opposed cylinders with a common axis. These cylinders are each designed as an opposed piston cylinder.
    From US 2015/0 114 358 Al an internal combustion engine with coaxial cylinders with inner piston and outer piston is known. In this case, a first outer piston is connected via a pivotable main connecting rod with a crankshaft journal and a second outer piston is arranged coaxially with the first outer piston. The second outer piston is connected via a pivotable auxiliary connecting rod via the main connecting rod with the crankshaft. A disadvantage of this design is that lateral forces are introduced by the pivoting movement of the Hauptpleuelstange and the Nebenpleuelstange in the outer bulb and the crankshaft. Furthermore, a bearing between the outer bulb and the connecting rods must also be provided due to the pivoting movement.
    Fixedly connected internal connecting rod assemblies for two connecting rods, each with a piston arranged on a crankshaft, are known from the Parsons engine for simple double-cylinder piston engines. The pistons and connecting rods only translate along a straight line. For a four-cylinder engine, a transfer disc is provided before the first crankshaft throw. Between the two cylinders, a second is arranged and after the second Kurbelwellenkröpfung a third transfer disc is arranged. The crankshaft has at each end an externally toothed wheel. The wheel engages in each case in a ring gear. Due to the many parts needed and the complicated structure, this arrangement is not ideal.
    In other purely kinematic solutions that are hardly used, such as crank grinding, resulting in high loads and bearing friction.
    The construction costs increase because the components must be made very robust due to the high loads.
    Object of the present invention is to provide an internal combustion engine, which eliminates these disadvantages and has a high efficiency.
    According to the invention, this object is achieved in that the two first Außenpleuelstangen the two outer pistons are made coaxially and preferably in one piece, and that the two second Außenpleuelstangen are coaxial and preferably made in one piece. This results in the advantage that neither a pivoting movement is necessary nor lateral forces are introduced into the piston pin and piston. As a result, adverse loads and wear are prevented. Each outer bulb can be directly connected to the respective outer connecting rods and no articulated connection is necessary. Furthermore, it can be dispensed with a piston skirt for better guidance of the piston in the cylinder. Since the friction on the piston is due to a large extent to the lateral forces, the friction is significantly reduced.
    Since no bending forces must be absorbed by lateral acceleration of the masses of the outer connecting rods as with connecting rods with pivoting movement of these, the Außenpleuelstangen can be performed radially to the cylinder and flat and thus space and weight can be saved. The space saved can be used for the gas exchange.
    It is essential that the Außenpleuelstangen are rigidly connected. This makes it possible in particular to carry out this in one piece. The two first Außenpleuelstangen and the two second Außenpleuelstangen are connected via a respective circular bearing with the crankshaft.
    In addition, this arrangement is advantageous because mass forces, especially those of higher order are avoided. This is less annoying for the inner connecting rods since they are shorter and only available in a simple way.
    By eliminating the side forces, the tribological problems of the conventional piston with respect to friction and lubrication are largely avoided, the outer bulb can be designed as a simple cylinder without an oval shape and crowning.
    Because no pivoting movement of the outer connecting rods is necessary, the otherwise required pivot space can be saved. This pivoting space can be used for inlet and outlet, ie for the gas exchange.
    It is favorable if the first outer connecting rods are arranged on the crankshaft via a first transfer disk rotatable relative thereto, and if the second outer connecting rods are arranged on the crankshaft via a second transfer disk rotatable relative thereto, wherein the first transfer disk and the second transfer disk are rotatable and eccentric are arranged to an outer crankshaft journal of the crankshaft. The two transfer disks are arranged in the circular bearings of the outer connecting rods.
    An advantage here is that an eccentricity of the crankshaft journal due to the geometry is only one quarter of a stroke of the outer bulb and thus only half as large as in the conventional crank mechanism, in which it is half a stroke.
    The reduced eccentricity compared with the conventional crank mechanism has a substantially better overlap between a main bearing of the crankshaft and the crankshaft journal. The crankshaft itself is therefore much stiffer and more stable and can be designed with smaller dimensions and lower height.
    Another particular advantage is that the piston movement is purely harmonious. That is, it is sinusoidal. The full mass balance can be made by counterweights on the crankshaft and on the transfer disc.
    The transfer discs are arranged in the outer connecting rods, for example in a sliding bearing or in a rolling bearing. This is possible due to the bearing loads remaining within the controllable range, as well as sliding and rolling speeds. There are no slides or linear bearings needed.
    A further advantageous embodiment results from the fact that the transfer disc has an outer toothing, which is arranged engaging in an internal toothing of a ring gear, preferably fixed to a housing, and when the external toothing and the internal toothing have a ratio of 1: 2. The rotation over the critical points of the crankshaft can be moved away and changing the direction of rotation of the crankshaft can be avoided.
    A particularly simple arrangement arises when a first longitudinal axis of the first Außenpleuelstangen, a second longitudinal axis of the second Außenpleuelstangen and a lifting axis of the outer piston and the inner piston lie in a plane.
    Since no articulated connection between the Außenpleuelstangen and the outer bulb is necessary, the two outer pistons are firmly connected to the first Außenpleuelstange and with the second Außenpleuelstangen in a particularly simple and robust design.
    This is particularly easy to do when the first Außenpleuelstange and the second Außenpleuelstange are connected via a T-shaped connecting element with each other and with the outer bulb. The two first Außenpleuelstangen, the two second Außenpleuelstangen and the two T-shaped connecting elements form a unit with the two outer pistons. These individual parts are moved together and do not perform any intended movements to each other.
    A good and accurate guidance of the outer piston results when the T-shaped connecting element is arranged with two ends in guide recesses of a cylinder of the double cylinder, wherein at the two ends parallel to the plane sliding surfaces are arranged.
    To avoid the pivoting movement of the inner connecting rods, it is advantageous if the two Innenpleuelstangen are made in one piece and a third transfer disc are connected to the crankshaft, wherein the third transfer disc to the crankshaft and the Innenpleuelstangen rotatably disposed and the third transfer disc eccentric to an inner Crankshaft journal of the crankshaft is arranged.
    A simpler assembly results when the crankshaft is connected in the region of a crank arm of at least two individual parts, preferably via two conical surfaces with preferably screws, particularly preferably via studs.
    Assembly is further facilitated if the stud bolts each have a first thread with a first pitch and each have a second thread with a second pitch, and the second pitch is greater than the first pitch. The first thread is arranged screwed in the crank web and the second thread is arranged screwed in the respective crankshaft journal.
    The invention will be explained in more detail with reference to the following non-limiting figures. Show it:
    1 shows an internal combustion engine according to the invention in a first oblique view. 2 shows the internal combustion engine in a second oblique view.
    3 shows the internal combustion engine in a longitudinal section.
    4 shows the internal combustion engine in a plan view;
    5 shows the internal combustion engine in a front view.
    6 shows the internal combustion engine in a side view;
    7 shows a first outer connecting rod with a first transfer disc and a ring gear in side view;
    8 shows a crankshaft with external connecting rods and ring gears of the internal combustion engine in a third oblique view;
    9 shows the internal combustion engine without a cylinder and without a housing in plan view.
    10 shows a second embodiment of an internal combustion engine according to the invention in a section analogous to FIG. 3;
    11 is a schematic sketch of the crankshaft of the second embodiment in side view;
    Fig. 12a is a schematic sketch of the crankshaft in side view;
    FIG. 12b shows a cardanic circle pair of FIG. 12a; FIG.
    FIG. 12c shows the crankshaft and an outer crankshaft journal of FIG. 12a; FIG.
    FIG. 12d shows the first transfer disk of FIG. 12a; FIG.
    13a shows a schematic sketch of the crankshaft in a side view in a first position;
    FIG. 13b shows a second position of the crankshaft analogous to FIG. 13a; FIG.
    FIG. 13c shows a third position of the crankshaft analogous to FIG. 13a; FIG.
    FIG. 13d shows a fourth position of the crankshaft analogous to FIG. 13a; FIG.
    13e a fifth position of the crankshaft analogous to FIG. 13a;
    FIG. 14 shows a schematic sketch of the first transfer disk in a side view; FIG.
    Fig. 15 is a schematic representation of the forces on the internal combustion engine;
    16 shows an internal combustion engine according to the invention in a third embodiment; and
    17 shows a crankshaft of an internal combustion engine according to the invention in a fourth embodiment.
    In Fig. 1, a first embodiment of an internal combustion engine 1 is shown. The internal combustion engine 1 has a double cylinder 2. Depending on a cylinder 3 is arranged along a lifting axis A on one side of a crankshaft 4. The crankshaft 4 is rotatably mounted in a housing 5. The cylinders 3 are fixedly arranged in the housing 5.
    In each case a cylinder 3 of the double cylinder 2, an inner piston 6 and an outer piston 7 are arranged, as shown in Fig. 2. The two inner pistons 6 and the two outer pistons 7 move along the common lifting axis A in the opposite direction in the cylinder 3 back and forth.
    The inner pistons 6 are connected via two Innenpleuelstangen 8 with the rotatable crankshaft 4. The Innenpleuelstangen 8 are pivotally connected via a respective piston pin 9, each with an inner piston 6.
    The outer pistons 7 are each connected via a T-shaped connecting element 10, each having a first Außenpleuelstange 11 a and a second outer connecting rod 11 b. In order to further counteract a tilting of the outer pistons 7, the T-shaped connecting element 10 has sliding surfaces 12 between two ends 10a to the outer connecting rods 11a, 11b and a central body 10b. With the sliding surfaces 12, the T-shaped connecting element 10 is guided in guide recesses 13 (FIG. 1) of the cylinder 3 parallel to the lifting axis A.
    The two first outer connecting rods 11a are arranged coaxially. A first longitudinal axis B is parallel to the stroke axis A of the inner piston 6 and outer piston 7.
    The two second outer connecting rods 11b have a common second longitudinal axis C, which is also arranged parallel to the lifting axis A.
    In the first Außenpleuelstangen 11 a to the crankshaft 4, a first transfer disc 14 a is rotatably arranged. In the second Außenpleuelstangen 11b a second transfer disc 14b is arranged analogously thereto. The transfer discs 14a, 14b may be slidably mounted or rolling. The transfer discs 14a, 14b have an outer toothing 15 towards their respective crankshafts 4a, 4b. The external toothing 15 is arranged so that it engages in an internal toothing 16 of a ring gear 17.
    The transfer discs 14a, 14b are each rotatable about an outer crankshaft journal 18 (FIG. 3) of the crankshaft 4. They are eccentric. Rotary axes D of the transfer discs 14a, 14b are at a distance from a rotational axis E of the outer crankshaft journal 18. The term rotational axis D, E refers to the axis of rotation D of the rotational symmetry and not to a rotation of the respective body (crankshaft journal 18, transfer discs 14a, 14b).
    Each outer crankshaft journal 18 has, for the respective transfer disc 14a, 14b, a surface designed as an outer crankshaft bearing 19. The crankshaft 4 is screwed together in the region of crank webs 20. The connection between the individual parts can also be realized via equivalent connecting means, or even be joined. As a result, the outer crankshaft journals 18 can be pushed through the transfer discs 14a, 14b and the outer connecting rods 11a, 11b can be made in one piece.
    Between the two crank webs 20, an inner crankshaft journal 21 is arranged. This is connected in the embodiment shown with the crank webs 20 by screws 22.
    In the embodiment shown in FIG. 3, the outer connecting rods 11a, 11b each have a roller bearing 23 to the transfer discs 14a, 14b.
    The stroke axes A of the inner piston 6 and the outer piston 7, the first longitudinal axis B and the second longitudinal axis C lie in a plane ε, which represents the sectional plane for Fig. 3.
    The crankshaft 4 is rotatably supported in the housing 5 about an axis F. The ring gear 17 is fixedly arranged in the housing 5, wherein the axis F is also a rotational symmetry axis of the ring gear 17.
    In Fig. 10 and Fig. 11, a second embodiment of the internal combustion engine 1 is shown. In this case, the first transfer disc 14a and the second transfer disc 14b have no external teeth 15. The outer crankshaft journal 18 is slidably disposed in an eccentric recess 14c of the transfer discs 14a, 14b, respectively.
    Kinematically, the internal combustion engine according to the invention is based on the gimbal circle pair: If you let an inner, smaller circle roll along an outer, larger circle with double radius of the inner, so each point of the small circle moves in a straight line on a diameter of the large circle.
    Philippe de La Hire first proved in 1706 that the hypotrochoids of the cardan circles are all ellipses. If the ratio of a larger gimbal circle a to a smaller gimbal circle b is 2: 1 and the smaller gimbal circle b rolls inside the larger gimbal circle a, each point that is rotated with the smaller circle b describes an ellipse. If the co-rotated point lies within the circle b, the ellipse lies completely inside the large circle a. If the co-rotated point is outside of the smaller circle b, the ellipse is partly outside the big circle a. In that special case in which the co-rotated point lies exactly on the smaller circle b, it moves on a straight line, namely on a diameter of the large circle a. This straight line can be understood as a degenerate ellipse - and exactly this geometric special case is important for the internal combustion engine according to the invention. This special case allows the translation of the oscillating straight-shaped into a rotating movement.
    In the invention, as shown in FIGS. 12a-d and 13a-e, using this geometric principle, an outer crankshaft journal 18 is disposed in the circular eccentric recess 14c of the transfer disc 14a, 14b such that a rotation of the transfer disc 14a, 14b in a clockwise direction and with simultaneous rotation of the crankshaft 4 and thus the outer crankshaft journal 18 counterclockwise, the center G of the transfer disc 14a, 14b is displaced on a straight line. That is, the entire system of the transfer disc 14a, 14b with the outer crankshaft journal 18 inserted therein moves along a line, the longitudinal axis of the outer connecting rod B, C, parallel to the stroke axis A when the transfer disc 14a, 14b and the crankshaft 4 rotate in opposite directions. Conversely, however, it also means that a movement of the transfer disc 14a, 14b along the longitudinal axis B, C, the transfer disc 14a, 14b and the outer crankshaft journal 18 force each other to rotate and so the crankshaft 4 via the outer crankshaft journal 18 in a rotating motion offset. The movement is carried out by the outer connecting rod 11a, 11b, in a connecting rod 11c, the transfer disc 14a, 14b is arranged, which connects the outer crankshaft journal 18 with the Außenpleuelstange 11a, 11b movable.
    Analogous to the kinematic principle of the cardanic circles a, b, the linear guide of the invention can also be represented with lever arms (FIG. 14):
    A first eccentricity e between the axis F of the crankshaft 4, or the center of a main bearing 24 and the axis of rotation E of the outer crankshaft journal 18 represents a first lever arm 25 a whose length is one fourth of a stroke H. A second eccentricity f between the center G of the transfer disc 14a, 14b and the axis of rotation E of the outer crank pin 18 represents a second lever arm 25b, which must be the same length, also a quarter of the stroke H. The crankshaft 4 has the same speed as the transfer disc 14a, 14b, but is rotatable in opposite directions. Under these conditions, the center G of the transfer disk 14a, 14b is movable in a straight line. If one superimposes the representation of the lever arms 25a, 25b with a representation of the cardan circles a, b, then the axis F of the crankshaft 4 or the center of the main bearing 24 is located in a center I of the larger gimbal circle a, the axis of rotation E of the outer one Crankshaft pin 18 at the center of the rolling smaller gimbal circle b and the center G of the transfer disc 14a, 14b is a contact point J of the two gimbal circles a, b in the dead center - in the course of the entire stroke H straight horizontally along the diameter of the large gimbal Circle a is moved.
    The outer connecting rods 11a, 11b and outer piston 7 are oscillatingly moved harmoniously. That is, the deflection of outer connecting rods 11a, 11b and outer bulb 7 is sinusoidal over time.
    A force K, which has been introduced from the outer bulb 7, is absorbed by a torque L at the crankshaft 4, as well as from the main bearing 24 and the outer crankshaft bearing 19.
    An analysis showed that the forces on the linear slide bearing are smaller for a principle-moving piston than for a crank mechanism with a tenon-length / eccentricity ratio of 10. (In the case of car engines, a ratio of 3 to 3.5 is usual.)
    In a third embodiment, which is shown in Fig. 16, the internal combustion engine 1 to the inner piston 6, a third transfer disc 26 which is arranged in the two Innenpleuelstangen 8. The two Innenpleuelstangen 8 are then arranged along the lifting axis A and are integral. The third transfer disc 26 is rotatable about the inner crankshaft journal 18. The function is analogous to the first transfer disk 14a, and to the second transfer disk 14b.
    As a result, the same advantages can be achieved as for the outer pistons 7 and the outer connecting rods 11a, 11b. The third transfer disc 26 has no toothing to the housing 5.
    In a fourth embodiment, as shown in Fig. 17, the crankshaft 4 on several items.
    In this case, the outer crankshaft journals 18 form a unit with outer parts 4a of the crankshaft 4. The outer crankshaft journals 18 are conical with an outer surface 18 a to an outer connection surface 27. The outer connection surface 27 is connected to the outer surface 18a via a likewise conical inner surface 18b. The inner crankshaft journal 21 has two inner connecting surfaces 28, with which it rests against the crank webs 20. The outer connecting surfaces 27 also abut against recesses of the crank webs 20, which essentially correspond to the shape of the outer crankshaft journal 18.
    The inner crankshaft journal 21 has an outer frusto-conical surface 21a and an inner frusto-conical surface 21b for each crank arm 20.
    The crank webs 20 are connected to the inner crankshaft journal 21 via stud bolts 22a. The stud bolts 22a each have a first thread 22b and a second thread 22c each. The first thread 22b has a first pitch pl, and the second thread 22c has a second pitch p2, which in the illustrated embodiment is twice as large as the first pitch pl.
    To connect the crank arm 20 with the inner crankshaft journal 21 and the crank arm 20 with the outer crankshaft journal 18, the stud 22a with the first thread 22c to a certain length (in the embodiment shown about each half of the threading length of the second thread 22c at double first slope pl) screwed into the crank arm 20. Then the respective crankshaft journal 18, 21 is brought into contact with the stud bolt 22a and the second screw thread 22c is screwed into the crankshaft journal 18, 21. The crank arm 20 and the crankshaft journals 18, 21 approach each other.
    Between the truncated cone surface 21a and the crank arm 20 and between the conical outer surface 18a and the crank arm 20 is a press fit. The conical outer surface 18a and the outer frusto-conical surface 21a have, in the embodiment shown, a pitch of less than 1 °.
    For exact positioning of the crankshaft journals 18, 21 to the crank webs 20, a feather key 29 is provided for each connection between crankshaft journals 18, 21 and crank web 20. This ensures that the crankshaft 4 tolerances of the angle can comply exactly. The feather key 29 is in each case arranged between the outer frustoconical surface 21a and the crank cheek 20 and is arranged between the conical outer face 18a and the crank cheek 20.
    Due to the different gradients pl, p2 a disassembly of the crankshaft 4 can be easily performed. The stud bolts 22a are unscrewed from the crank arm 20 here. The crankshaft journals 18, 21 move away from the crank arm 20 by the larger second pitch p2.
    There is no contact between the conical inner surface 18b and the crank web 20. Likewise, there is no contact between the inner frusto-conical surface 21b and the crank web 20. In the embodiment shown, rounded surfaces between conical inner surface 18b and conical outer surface 18a do not touch the crank webs 20. Similarly, rounded surfaces between the outer frusto-conical surface 21a and the inner frusto-conical surface 21b do not touch the crank webs 20.
    Briefly summarized, the invention relates to an internal combustion engine 1 with at least one double cylinder 2, in which two inner pistons 6 and two outer pistons 7 through at least one Innenpleuelstange 8 and a first Außenpleuelstange 11a and a second outer connecting rod 11b in the double cylinder 2 by a crankshaft 4 back. and are arranged movable. Object of the present invention is to provide an internal combustion engine 1, the Außenpleuelstangen 11 a, 11 b perform no pivoting movements. This object is achieved in that the two first Außenpleuelstangen 11a of the two outer pistons 7 are coaxial and integral, and that the two second Außenpleuelstangen 11b are coaxial and integral.
    权利要求:
    Claims (10)
    [1]
    1. Internal combustion engine (1) with at least one double cylinder (2), in which two inner pistons (6) and two outer pistons (7) by at least one Innenpleuelstange (8) or a first Außenpleuelstange (11 a) and a second Außenpleuelstange (11 b ) in the double cylinder (2) by a crankshaft (4) are arranged back and forth, characterized in that the two first Außenpleuelstangen (11 a) of the two outer pistons (7) are coaxial and preferably made in one piece, and that the two second Außenpleuelstangen ( 11b) are made coaxially and preferably in one piece.
    [2]
    2. Internal combustion engine (1) according to claim 1, characterized in that the first Außenpleuelstangen (11 b) - via a relatively rotatable first transfer disc (14 a) - on the crankshaft (4) are arranged, and that the second Außenpleuelstangen (11 b), via a second transfer disc (14b) rotatable relative thereto is disposed on the crankshaft (4), the first transfer disc (14a) and the second transfer disc (14b) being rotatable and eccentric to an outer crankshaft journal (18) of the crankshaft (4) ,
    [3]
    3. Internal combustion engine (1) according to claim 2, characterized in that on the transfer disc (14a, 14b) a gear with external teeth (15) is arranged eccentrically, in an internal toothing (16) of a housing (5) fixedly arranged ring gear (17) is arranged engaging.
    [4]
    4. Internal combustion engine (1) according to claim 3, characterized in that the external toothing (15) and the internal toothing (16) have a ratio of 1: 2.
    [5]
    5. Internal combustion engine (1) according to one of claims 1 to 4, characterized in that a first longitudinal axis (B) of the first Außenpleuelstangen (11 a), a second longitudinal axis (C) of the second Außenpleuelstangen (11 b) and a lifting axis (A) of Outer piston (7) and the inner piston (6) lie in one plane (ε).
    [6]
    6. Internal combustion engine (1) according to any one of claims 1 to 5, characterized in that the two outer pistons (7) are respectively firmly connected to the first Außenpleuelstangen (11 a) and with the second Außenpleuelstangen (11 b).
    [7]
    7. Internal combustion engine (1) according to claim 6, characterized in that the outer pistons (7) are each connected via a T-shaped connecting element (10) each having a first Außenpleuelstange (11 a) and a respective second Außenpleuelstange (11 b), wherein the T-shaped connecting element (10) preferably with two ends (10a) in guide recesses (13) of a cylinder (3) of the double cylinder (2) is arranged, wherein at the two ends (10a) particularly preferably parallel to the plane (ε) sliding surfaces (12) are arranged.
    [8]
    8. Internal combustion engine (1) according to one of claims 1 to 7, characterized in that the two Innenpleuelstangen (8) are made in one piece and via a third transfer disc (26) with the crankshaft (4) are connected, wherein the third transfer disc (26 ) is rotatably arranged to the crankshaft (4) and to the Innenpleuelstangen (8) and the third transfer disc (26) eccentrically to an inner crankshaft journal (21) of the crankshaft (4) is arranged.
    [9]
    9. Internal combustion engine (1) according to one of claims 1 to 8, characterized in that the crankshaft (4) in the region of a crank arm (20) is composed of at least two individual parts, preferably via two conical surfaces (18a, 18b, 21a, 21b) with preferably screws (22), particularly preferably via stud bolts (22a).
    [10]
    10. Internal combustion engine (1) according to claim 9, characterized in that a stud (22a) has a first thread (22b) with a first pitch (pl) and a second thread (22c) with a second pitch (p2), and that the second slope (p2) is greater than the first slope (pl).
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    同族专利:
    公开号 | 公开日
    AT518769B1|2018-01-15|
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    US20190186354A1|2019-06-20|
    WO2018032028A1|2018-02-22|
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    WO2008010490A1|2006-07-18|2008-01-24|Univ Shizuoka Nat Univ Corp|Cycloid reciprocating engine and pump employing this crank mechanism|
    WO2012160378A2|2011-05-24|2012-11-29|Cox Powertrain Ltd|Internal combustion engines|
    US20150114358A1|2013-10-24|2015-04-30|Ecomotors, Inc.|Master and Slave Pullrods|WO2020141551A1|2019-01-02|2020-07-09|Chaudhari Saurabh|The pulsed power transmission method and system thereof to harness gravitational energy in output shaft|US8746204B2|2010-09-29|2014-06-10|Ecomotors, Inc.|Frictionless rocking joint|
    DE102012102557A1|2011-04-04|2012-10-04|Ecomotors International, Inc.|Push rod connection to a journal|
    GB2491155B|2011-05-24|2013-04-10|Cox Powertrain Ltd|Opposed piston engine having injector located within cylinder|
    DE102012104209B3|2012-04-18|2013-08-08|Ecomotors International, Inc.|Combustion engine, particularly opposed piston opposed cylinder engine for truck, has crankshaft with central eccentric pin, and two identical inner pistons and two identical outer pistons inserted into primary and secondary cylinders|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50743/2016A|AT518769B1|2016-08-18|2016-08-18|Internal combustion engine|ATA50743/2016A| AT518769B1|2016-08-18|2016-08-18|Internal combustion engine|
    DE112017004102.3T| DE112017004102A5|2016-08-18|2017-08-17|Internal combustion engine|
    PCT/AT2017/060202| WO2018032028A1|2016-08-18|2017-08-17|Internal combustion engine|
    US16/326,197| US20190186354A1|2016-08-18|2017-08-17|Internal Combustion Engine|
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