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WO2008101495A2 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

Info

Publication number
WO2008101495A2
WO2008101495A2 PCT/DE2008/000374 DE2008000374W WO2008101495A2 WO 2008101495 A2 WO2008101495 A2 WO 2008101495A2 DE 2008000374 W DE2008000374 W DE 2008000374W WO 2008101495 A2 WO2008101495 A2 WO 2008101495A2
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
internal combustion
combustion engine
engine according
piston
Prior art date
Application number
PCT/DE2008/000374
Other languages
German (de)
English (en)
Other versions
WO2008101495A3 (fr
Inventor
Peter-Bernhard Kathmann
Original Assignee
Seneca S.A.
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 Seneca S.A. filed Critical Seneca S.A.
Priority to EP08734348.9A priority Critical patent/EP2165058B8/fr
Priority to DE112008001142T priority patent/DE112008001142A5/de
Publication of WO2008101495A2 publication Critical patent/WO2008101495A2/fr
Publication of WO2008101495A3 publication Critical patent/WO2008101495A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • F02B41/08—Two-stroke compound engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders

Definitions

  • the invention relates to a Brennkr ⁇ ftmotor with a first for operation with fuel supply and a second provided for operation without own fuel supply cylinder and an overflow connection formed between the cylinders with a shut-off that can be held during the working cycle of the first cylinder in an open position, wherein the Moving pistons in the cylinders substantially synchronously with respect to the top and bottom dead center, the dead volume of the second cylinder is smaller than that of the first, and the second cylinder comprises an outlet valve provided for opening during the compression phase of the first cylinder.
  • the invention has for its object to provide a new engine of the type mentioned above with respect to this prior art further improved fuel efficiency.
  • the object of this invention solving internal combustion engine according to the invention is characterized in that the exhaust valve of the second cylinder is closed before reaching the top dead center of the piston and can be generated in the second cylinder, a voltage applied to the opening of the shut-off compression.
  • the locking member releases the overflow connection when the compression pressures in the two cylinders are exactly equal.
  • the second cylinder also has an inlet valve, through which fresh air can be pressed into the second cylinder during the compression phase of the first cylinder when the outlet valve of the second cylinder is open.
  • this fresh air flushes combustion gases of the preceding cycle from the second cylinder and then ensures an afterburning of the gas flowed over into the second cylinder and thus for an even more extensive utilization of the fuel.
  • a third, the first cylinder corresponding cylinder is provided which operates offset from the first cylinder by 360 °.
  • the first and third cylinders may then be operated in a four-stroke mode, with the second cylinder doing mechanical work every second stroke for each downward movement of the piston.
  • the three cylinders are arranged in a cylinder bank, which forms a basic module, which is connected to at least one other such
  • the reciprocating pistons of the basic module work expediently parallel to one another, Give it with identical strokes. Thanks to a much smaller dead volume in the middle cylinder, the piston in the middle cylinder needs much less energy to finally compress to the same pressure as any cylinder next to it during the combined expulsion and compression stroke. As soon as pressure equality is achieved before ignition, the overflow connection is opened, whereby thanks to the pressure equilibrium initially no noticeable overflow takes place. After ignition in the outer cylinder, the combustion pressure, which acts on the reciprocating piston in the outer cylinder directly and via the overflow now also the reciprocating piston in the middle cylinder, so that both reciprocating perform a power stroke.
  • the stroke of the middle piston is different from the strokes of the outer piston.
  • the stroke of the middle piston is different from the strokes of the outer piston.
  • the connecting rod angle of the middle piston is different from those of the outer piston. Then, the middle reciprocating piston reaches its dead center forward or backward, e.g. to account for a delay in ignition.
  • the two outer cylinders have inlet and outlet valves, while the middle cylinder has at least one outlet valve.
  • This exhaust valve is used to exhaust expanded and relatively cool exhaust gas from the middle cylinder. Since the middle cylinder operates in two-stroke mode, the exhaust valve is opened only over part of the Ausschiebe- and compression stroke to build up in the smaller dead space of the middle cylinder up to a certain stroke position the same pressure in the outer, just the compression stroke exporting cylinder until the overflow connection is opened.
  • the shut-off of the overflow is a slider or a piston valve. Both the slider and the piston Valve avoid in the shut-off an undesirable Totr ⁇ um.
  • the middle cylinder has a larger cylinder diameter than the two outer cylinders. This increases the usable space for .Expansion space and also the loading surface of the reciprocating piston during the power stroke.
  • the working cycles of the two outer cylinders are offset from each other by 360 degrees of the crankshaft rotation angle.
  • the middle cylinder ideally works alternately with each outer cylinder at its stroke.
  • the exhaust valve of the middle cylinder during the Ausschiebe- and compression stroke of the reciprocating piston is alsêtbar only between the bottom dead center and a predetermined stroke position below the top dead center. As long as the exhaust valve is open, expanded cool exhaust gas is expelled.
  • the closing time of the exhaust valve is chosen so that in the middle cylinder after closing the exhaust valve shortly before reaching the top dead center because of the smaller dead space, the same pressure prevails as in the outer, just the compression stroke exporting cylinder.
  • the internal combustion engine has a charging device.
  • the loading device may, preferably, be used primarily for loading the middle cylinder, whereby then a loading ratio of about 1: 3 can be achieved.
  • the inlet valve serves as a purge valve during the Ausschiebe- and compression stroke in the middle cylinder, and that at least until the closing of the exhaust valve. It is supported in this way by the supply of fresh air, the pushing out of the exhaust gas, and for the subsequent power stroke in the middle cylinder
  • This combustion is relatively lean and high temperature, which increases the power output.
  • This residual fuel from the outer cylinder could hardly be completely burned in the outer cylinder itself.
  • Another advantage of the charge air supply at least to the middle cylinder is a desirable temperature reduction, optionally when using a charge air cooler.
  • the basic module as gasoline or gas engine ignition devices only for the two outer cylinder, and of course only fuel supply devices for these two outer cylinder.
  • the base module as a diesel engine on Glühvorraumen and Brennstoffzu Georgiavorraumen only for the two outer cylinder. This reduced equipment reduces manufacturing costs and weight in both cases.
  • the reciprocating piston of the middle cylinder at the same cylinder heights on a dead space in the middle cylinder reducing, raised piston crown.
  • the middle piston exerts relatively high force on the crankshaft in its more frequent work cycles, it is expedient to store the crankshaft between the crank pin for the three reciprocating piston and to strengthen the connecting rod of the middle piston.
  • valves or sliders camshaft actuated to achieve precise timing dependent on the crankshaft rotation.
  • FIG. 1 shows a longitudinal section through a basic module of the internal combustion engine
  • Figure 2 shows an enlarged detail variant of the internal combustion engine in the cylinder head area
  • Figure 3 shows another embodiment of the internal combustion engine consisting of two basic modules in the boxer arrangement
  • Figure 4 is an existing two basic modules engine
  • FIG. 4 different cylinders of the internal combustion engine of Figure 4 and 5.
  • a shown in Fig. 1 Brennkr ⁇ ftmotor M is either a gasoline or G ⁇ s- (W ⁇ sserstoff) or a diesel engine and has as basic module A three cylinders in a cylinder bank 2 of a motor housing 1 with a crank chamber 3.
  • a reciprocating piston 10, 11, 12 is contained, wherein, preferably, the cylinder and piston diameter in the middle cylinder is larger than in the two outer cylinder.
  • the reciprocating pistons 10, 11, 12 are connected via connecting rods 9 with crankpins 5a, 5b, 5c of a crankshaft 4.
  • the connecting rod 9 of the middle reciprocating piston 12 could be reinforced or stronger than the others.
  • the crank pin 5a, 5b, 5c lie in a common, parallel to the axis of the crankshaft 4 axis 6, so that the reciprocating piston 10, 1 1, 12, move parallel to each other.
  • the two outer cylinders operate in four-stroke mode, while the middle cylinder operates in two-stroke mode.
  • the crankshaft 4 is mounted at its ends in bearings 7 and also between the crank pin 5a, 5b, 5c, in bearings 8.
  • intake and exhaust valves 18 are provided for the two outer cylinders which are positively controlled (eg by at least one camshaft, not shown).
  • the two outer cylinders also each have at least one ignition device or annealing device 19 and also each a fuel supply device (not shown), which operates for example with fuel injection. Various popular injection methods can be used here. A fuel supply via carburetor is possible.
  • the middle cylinder has at least one outlet valve 27, which is positively controlled.
  • At least one positively controlled inlet valve 28 is further provided in the middle cylinder.
  • This inlet valve is not absolutely necessary, but it is expedient if the internal combustion engine M is operated, for example, with a charging device, as described below, in particular with reference to FIGS. 4 to 6.
  • crank chamber 3 Since the basic module is operated with a reciprocating piston operating in parallel, considerable pressure pulses are produced in the crank chamber 3, so that the crank chamber 3 can be usefully used as a charge pump of the charging device in order to charge at least the middle cylinder, namely via the inlet valve 28 Outlet means 25, 26 may be provided for the crank chamber 3, wherein this outlet device is then connected at least to the inlet valve 28.
  • the dead spaces of the two outer cylinders are indicated by 15 and 16.
  • the dead space 17 of the middle cylinder is considerably smaller than the dead spaces 15, 16. This is achieved, for example, by the fact that the piston 12 in the middle cylinder has a raised piston crown 14 and / or due to the different Hubs of the lifting cylinder 12 or with a different connecting rod angle of the connecting rod 9 of the middle piston 12 relative to the other connecting rods 9.
  • a significantly larger cylinder or piston diameter of the middle cylinder leads to a better power yield and energy conservation.
  • shut-off G Between the dead space 15 or 16 of each outer cylinder and the dead space 17 of the middle cylinder overflow 20, 21 are provided, which are each opened and closed by a positively controlled shut-off G.
  • the shut-off members G are slides 22, 23, which are arranged displaceably in the cylinder head 13 approximately parallel to the stroke direction of the reciprocating pistons.
  • balancing weights 24 may be arranged on the crankshaft 4.
  • the lifting piston 10 shown on the left in FIG. 1 executes four cycles via a crankshaft rotation angle of 720 degrees.
  • the first cycle is the intake stroke with movement from top dead center to bottom dead center with the intake valve open and the exhaust valve closed.
  • the second cycle is a compression stroke in which the reciprocating piston 10 moves from bottom dead center to top dead center, with intake and exhaust valves closed. At the end of the compression stroke, the ignition takes place.
  • the third cycle is a power stroke in which the reciprocating piston 10 moves from top dead center to bottom dead center with the inlet and exhaust valves closed.
  • the fourth cycle is a Ausschiebetakt in which the reciprocating piston 10 moves from bottom dead center to top dead center, and in which the exhaust valve is opened and the inlet valve is closed.
  • the right in Fig. 1 lifting piston 11 performs its four bars with a 360 degree offset from the clocks of the left cylinder.
  • the overflow connection 20 While the left-hand piston 10 in FIG. 1 carries out its intake stroke, the overflow connection 20 is closed, whereas the overflow connection 21 is opened.
  • the middle piston 12 cooperates with the right piston 11, to the effect that the combustion pressure from the right in Fig. 1 cylinder on the overflow 21 and the middle piston 12 acts, the power to the crankshaft 4 outputs.
  • the exhaust valve In the middle cylinder, the exhaust valve is closed during this power stroke, and if present, the inlet valve 27.
  • the exhaust valve 27 of the middle cylinder At the compression stroke of the left piston 10 from the bottom dead center, the exhaust valve 27 of the middle cylinder is opened, as well as the exhaust valve of the in Fig. 1 right cylinder. The exhaust gases are ejected.
  • the exhaust valve 27 of the middle cylinder is closed from about 45 degrees crankshaft rotation angle before top dead center.
  • the middle piston 12 then begins to compress, since both shut-off members G are in the closed position.
  • the slide 22 is opened, approximately with the ignition in the left outer cylinder, or forward or retarding to the ignition.
  • the combustion pressure in the left-hand cylinder in FIG. 1 now also acts on the middle lifting piston 12, which transmits power to the crankshaft 4 and, above all, provides additional expansion volume in order to expand the combustion pressure totally or almost completely until it is close to atmospheric pressure.
  • the inlet valve 27 is opened during the compression and exhaust stroke of the middle piston 12, even though the exhaust valve 27 is open.
  • the intake valve is opened about 45 degrees crankshaft rotation angle after the bottom dead center and closed in approximately concurrent with the exhaust valve 27, d. h, at about 45 degrees before top dead center.
  • fuel-free fresh air is introduced into the middle cylinder to expel (purge) the exhaust gas and introduce fresh air.
  • This fresh air can be used to post-combust fuel from the left-hand cylinder in FIG. 1, this post-combustion being lean and high-temperature, i. a favorable power yield allows.
  • each outer reciprocating piston 10, 11 performs a power stroke at every third clock
  • the middle reciprocating piston 12 performs a power stroke every second clock.
  • the Mothersfprm in Figure 2 differs from that of Fig. 1 by another embodiment of the shut-off members G.
  • piston valves 31, 32 are used, which are guided in the cylinder head 13 slidably.
  • Each piston valve has a valve plate 31 and an actuating piston 32.
  • two spaced valve seats 30 and 29 or 34 and 33 are provided in the overflow connection 20, 21.
  • the construction of the piston valve avoids in the closed position an inappropriate dead space.
  • the piston valve located in the closed position (on the right in FIG. 2) is held in close contact with its valve seat 33 by the combustion pressure. This avoids leakage.
  • crankshaft 4 'in the crankcase 3a has crankshaft journals 5d, 5e and 5f offset by 180 degrees about the crankshaft axis for the three other reciprocating pistons of the lower basic module A.
  • the firing order can be crossed or directly opposite one another.
  • the crank chamber in the crankcase 3 can be used as a charging pump of a charging device, or supplement a charging device, if the working in four-stroke cycle cylinder are operated with charge.
  • the exhaust gas pressure and the exhaust gas temperature are low.
  • the internal combustion engine can be operated with low thermal load, i. It hardly needs cooling power in operation, rather even good thermal insulation. There is hardly any residual pressure wasted, which relieves the exhaust system. Especially with the charge and the inlet valve 27, the energy contained in the fuel is better utilized. If necessary, a small catalyst is sufficient to meet the exhaust gas regulations, or a catalyst is completely unnecessary (or a soot filter).
  • the basic module with three reciprocating pistons operates in series order like a four-cylinder, and also delivers corresponding power
  • compact dimensions can be achieved at least in the direction of the crankshaft axis, and the weight of the internal combustion engine can be reduced.
  • the efficiency was about 50% or more compared to conventional power engines, with reduced weight and smaller dimensions, and with lower specific fuel consumption.
  • FIG. 4 to 6 a two basic modules Al and A2 in series existing engine is shown schematically.
  • Each module has three cylinders 50, 51 and 52 or 50 ', 51' and 52 ', whose pistons are each connected via a connecting rod 53 with a continuous crankshaft 54 common to both modules A1 and A2.
  • the crankshaft 54 is connected via a drive element 57 with a camshaft 58 common to both modules A1 and A2.
  • the camshaft 58 controls an intake valve 59 and an exhaust valve 60 per cylinder.
  • an overflow channel 61 is provided in each case, which can be shut off by a controlled by the cam shaft 58 slide 62.
  • the middle piston 51 or 51 'in each case has an elevation 63, which significantly reduces the dead volume of the relevant cylinder in comparison to the outer cylinders.
  • the engine housing is divided into three parts, into a cylinder head part 65, a main block 66 and a trough part 67 closing off the main block.
  • charge air lines 68 and 69 or 68 'and 69' are provided, which are connected to an opening 78 or 78 'in the wall of the main block 66 and, accordingly, in connection with the crankcase 55 and 55 'and leading to inlet openings 80, 81 and 80', 81 'of the cylinders 50 and 52 and 50' and 52 ', respectively.
  • a block 79 or 79' is arranged, which establishes a connection between the opening 78 ' 'and the charge air lines 68, 69 and 68', 69 '.
  • the block has a passage to the opening 78 or 78 ', in which a check valve 70 or 70' is provided.
  • a check valve 70 or 70' opens into the block one with the opening 78 and 78 'connected to a conduit 73 which establishes a connection between the crankcases 55 and 55' and the passage cross-section can be adjusted by means of a rotary valve 74.
  • the air supply lines 68 and 69 or 68 'and 69' communicate with the inlet valves 59 of the cylinders 50, 52 and 50 ', 52', respectively.
  • the reference numerals 83 and 83 'and 84 in Fig. 6 indicate exhaust ports of the cylinders 50, 50', 51.
  • the outer cylinders 50, 52 and 50 ', 52' of the modules Al and A2 operate under fuel supply in four-stroke operation, wherein these cylinders are mutually offset by 360 ° within the modules.
  • the modules Al and A2 in total work offset from each other by 180 °, i. when the pistons of cylinders 50, 51 and 52 are at top dead center, cylinders 50 ', 51' and 52 'are at bottom dead center and vice versa.
  • the outer cylinders 50, 52 and 50 ', 52' are charged in their intake stroke by compressed air from the crankcase 55 or 55 '.
  • the compressed air is caused by the fact that in this phase all three pistons move in the direction of the crankcase and compress the air in the crankcase.
  • the inlet valve 59 of this cylinder is opened. Compressed air from the crankcase 55, which is trapped in the connecting line 75 through the check valves 76, 77 since the suction phase passes through the inlet port 82 and the inlet valve 59 into the cylinder 51 and flushes exhaust gas contained therein of the preceding power stroke from the cylinder. About 45 ° before top dead center, both the inlet valve 59 and the outlet valve 60 of the middle cylinder 51 are closed. On the remaining distance of the piston of the middle cylinder 51 now takes place as in the cylinder 50, a compression.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur à combustion interne (M) comprenant un premier cylindre conçu pour le fonctionnement avec une alimentation en carburant, un second cylindre conçu pour le fonctionnement sans alimentation propre en carburant, ainsi qu'une liaison de trop-plein (20; 21) qui se trouve entre les cylindres et qui comprend un élément d'arrêt (22, 23). Au cours d'un cycle de travail du premier cylindre, cet élément d'arrêt est maintenu dans une position ouverte. Les pistons (10-12) se déplacent de manière sensiblement synchrone dans les cylindres par rapport au point mort haut et au point mort bas. Le volume mort (17) du second cylindre est inférieur à celui (15, 16) du premier cylindre et le second cylindre comprend une soupape d'échappement (27) conçue pour s'ouvrir au cours de la phase de compression du premier cylindre. Selon cette invention, la soupape d'échappement (27) du second cylindre peut être fermée avant que son piston (12) n'atteigne le point mort haut, permettant ainsi dans le second cylindre l'établissement d'une pression de compression à l'ouverture de l'élément d'arrêt (22, 23).
PCT/DE2008/000374 2007-02-22 2008-02-22 Moteur à combustion interne WO2008101495A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08734348.9A EP2165058B8 (fr) 2007-02-22 2008-02-22 Moteur à combustion interne
DE112008001142T DE112008001142A5 (de) 2007-02-22 2008-02-22 Brennkraftmotor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP07003689.2 2007-02-22
EP07003689A EP1961943A1 (fr) 2007-02-22 2007-02-22 Moteur à combustion interne

Publications (2)

Publication Number Publication Date
WO2008101495A2 true WO2008101495A2 (fr) 2008-08-28
WO2008101495A3 WO2008101495A3 (fr) 2008-10-09

Family

ID=38327004

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2008/000374 WO2008101495A2 (fr) 2007-02-22 2008-02-22 Moteur à combustion interne

Country Status (3)

Country Link
EP (2) EP1961943A1 (fr)
DE (1) DE112008001142A5 (fr)
WO (1) WO2008101495A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011127913A1 (fr) 2010-04-16 2011-10-20 Seneca International Ag Moteur à combustion interne
DE102010025048A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025051A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025050A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor

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Publication number Priority date Publication date Assignee Title
DE102008049088B4 (de) * 2008-09-26 2019-07-25 Audi Ag Brennkraftmaschine mit Expansionszylindern mit variablem Kolbenhub
DE102010024007A1 (de) 2010-06-11 2011-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
DE102010024006A1 (de) 2010-06-11 2011-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
DE102010024008A1 (de) 2010-06-11 2011-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
DE102010024004A1 (de) 2010-06-11 2011-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
DE102010024005A1 (de) * 2010-06-11 2011-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
ITRM20100432A1 (it) * 2010-08-03 2012-02-04 Stefano Grillo Sistema di alimentazione e sovralimentazione per motori a scoppio.
DE102019009258B4 (de) * 2019-10-25 2025-04-30 DKS Hublifter GmbH Brennkraftmaschine und Verfahren zum Betrieb einer Brennkraftmaschine
RU2768430C1 (ru) * 2021-08-31 2022-03-24 Владимир Викторович Михайлов Гибридная силовая установка

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DE3129609A1 (de) * 1981-07-28 1983-03-03 Adolf 2360 Bad Segeberg Freese Umschaltbare mehrzylinder-brennkraftmaschine
BE893338A (nl) * 1982-05-28 1982-09-16 Gijbels Peter H Verbrandingsmotor met konstante verbrandingsruimte
BE1002364A4 (fr) * 1988-12-30 1991-01-15 Schmitz Gerhard Moteur a combustion interne a deux temps etages.
IT1260918B (it) * 1993-04-20 1996-04-29 Fiat Auto Spa Motore a combustione interna a tre cilindri di cui uno itermedio di alimentazione e scarico.
US6606970B2 (en) * 1999-08-31 2003-08-19 Richard Patton Adiabatic internal combustion engine with regenerator and hot air ignition

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011127913A1 (fr) 2010-04-16 2011-10-20 Seneca International Ag Moteur à combustion interne
DE102010015698A1 (de) 2010-04-16 2011-10-20 Seneca International Ag Brennkraftmotor
DE102010025048A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025051A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025050A1 (de) 2010-06-18 2011-12-22 Seneca International Ag Brennkraftmotor
DE102010025051A8 (de) * 2010-06-18 2012-03-08 Seneca International Ag Brennkraftmotor
DE102010025050A8 (de) * 2010-06-18 2012-03-08 Seneca International Ag Brennkraftmotor
WO2012062290A2 (fr) 2010-06-18 2012-05-18 Seneca International Ag Moteur à combustion interne

Also Published As

Publication number Publication date
DE112008001142A5 (de) 2010-01-21
EP2165058A2 (fr) 2010-03-24
EP1961943A1 (fr) 2008-08-27
EP2165058B8 (fr) 2016-02-17
WO2008101495A3 (fr) 2008-10-09
EP2165058B1 (fr) 2015-12-23

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