The present invention relates generally to internal combustion engine pistons and methods of scavenging and exhausting gases in engine cylinders.
Many internal combustion engines utilize cooperative engine cylinder and piston arrangements to generate power using a pumping motion. Engine cylinder and piston arrangements may be used to intake or scavenge an air-fuel mixture or strictly air charge (in fuel injected engines) for combustion and expel spent exhaust gases in multicycle operations, such as, for example, in 2-cycle and 4-cycle operations. While embodiments of the present invention have primary use for 2-cycle engine operation, the claims defining the invention are not limited to 2-cycle engines unless such limitation is expressly set forth in the claims.
Further, it is to be appreciated that the reference herein to an engine “cylinder” is not limited to a combustion chamber having a cylindrically shaped cross-section. Instead, the term cylinder refers to any combustion chamber or cavity provided in an internal combustion engine that receives a piston having an outer shape adapted to allow the piston to seal against the sidewall of the cylinder but at the same time permit the piston to slide back and forth reciprocally within the engine cylinder in a pumping motion.
In a fuel injected 2-cycle internal combustion engine, the engine cylinders may include one or more scavenging ports provided on the cylinder wall and one or more exhaust ports provided on the (usually opposite) side of the cylinder wall which permit gases to flow into, and out of, the engine cylinder, respectively. The pumping motion of the engine pistons may scavenge the air charge into the engine cylinder from the scavenging or intake port(s) for combustion and expel the spent charge exhaust gases generated from the previous combustion event through the exhaust port(s). In order to obtain efficient engine operation, the engine design, and specifically the engine piston and cylinder design, may minimize the flow of fresh, non-combusted air from the scavenging port(s) directly to the exhaust port(s). Improved engine efficiency may also result from an engine piston and cylinder design which: promotes swirl and turbulence in cylinder squish areas; permits central location of the spark plug, glow plug, water injector, and/or fuel injector over the piston in squish areas; and provides a shortened flame front propagation during combustion.
A known method of scavenging a two-cycle engine used a deflector structure or fin provided on the piston head to guide the incoming mixture as it entered the cylinder from a scavenging port. The deflector structure was provided to reduce the amount of the incoming charge that flowed across the cylinder head and out of the exhaust port before it was combusted. More specifically, the intended purpose of the deflector structure was to serve as a barrier to deflect the incoming charge upward away from the exhaust port in order to reduce the amount of incoming charge that escaped through the exhaust port before it was combusted.
Deflector structures on 2-cycle engine piston heads were replaced in many instances by flat piston heads that were required to obtain increased engine efficiency using higher compression ratios. The addition of known deflector structures limited the degree to which the piston could approach the upper cylinder wall, thereby limiting compression ratio. While a flat piston head permits higher compression ratio, it does not allow effective scavenging of the engine when compared with a traditional deflector or barrier fin based scavenging method; this is especially true in high compression diesel engines. Further, known deflector structures could create hot spots causing premature combustion of the charge and knocking. Such knocking can damage the engine in addition to causing further inefficiency by working against the advancing piston and the rotation of the crankshaft resulting in a definable loss of power.
Accordingly, it is an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that improve scavenging and/or reduce the amount of fresh charge lost through engine cylinder exhaust ports using cooperatively shaped piston heads and cylinder heads.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that utilize cooperative engine piston head and cylinder shapes that include an upper surface that is non-flat and preferably curved or domed and more preferably semi-hemispherical.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that use improved deflector structures and/or engine cylinder shapes which permit generation of needed engine cylinder compression ratios.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that reduce hot spots and engine knocking that would otherwise result from use of a piston head deflector structure.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that compress charged gases from opposite concave sides of a piston so that they converge near the center of the piston head.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation which promote swirl and turbulence in the engine cylinder.
It is also an object of some, but not necessarily all, embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that permit a spark plug, glow plug, water injector, and/or fuel injector to be centrally located over the piston in an area of squish and/or turbulence.
It is also an object of some, but not necessarily all, embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that promote an optimal and/or shortened flame front propagation during combustion.
It is also an object of some, but not necessarily all, embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that permit fuel injection to occur around piston top dead center position and which may promote optimal compressed charge and reduced unspent fuel loss through the exhaust port during scavenging.
It is also an object of some, but not necessarily all, embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that utilize sloped concave channels on the piston head to guide incoming charged gases outward over the sides of the engine piston head and upward away from the intake or scavenging port.
It is also an object of some, but not necessarily all embodiments of the present invention to provide engines, methods of engine manufacturing, and methods of engine operation that guide an incoming charge so that it is urged upward against an inclined radius of the cylinder wall so as to drive spent exhaust gases lower in the combustion chamber and into the exhaust port(s).
These and other advantages of some, but not necessarily all, embodiments of the present invention will be apparent to those of ordinary skill in the art.
Responsive to the foregoing challenges, Applicant has developed an innovative internal combustion engine comprising: an engine cylinder having an intake port and an exhaust port; a piston disposed in said engine cylinder, said piston having a lower skirt and an upper dome; first and second diametrically opposed and identical concave channels formed on the piston upper dome; and a concave downward sloped channel formed on the upper dome, wherein the first and second diametrically opposed and identical concave channels are proximal to the intake port relative to a first reference plane that is equidistant at all points from the exhaust port and the intake port, wherein the first and second diametrically opposed and identical concave channels are equally spaced from a second reference plane that is perpendicular to the first reference plane, and wherein the concave downward sloped channel is proximal to the exhaust port relative to the first reference plane and longitudinally bisected by the second reference plane.
Applicant has further developed an innovative internal combustion engine comprising: an engine cylinder; an engine cylinder head having an intake port substantially diametrically opposite to an exhaust port; a piston disposed in said engine cylinder, said piston having a lower skirt portion and an upper domed portion, said upper domed portion proximal to the engine cylinder head and terminating at an upper-most point at an apex; first and second channels formed in said upper domed portion in relative proximity to the intake port as compared to the exhaust port, and formed on respective first and second sides of the upper domed portion, wherein said first and second sides of the upper domed portion are defined by a reference plane that extends between the intake port and the exhaust port and that bisects the upper domed portion; and a third channel formed in said upper domed portion between the first and second channels, and formed in relative proximity to the exhaust port as compared with the intake port.
Applicant has still further developed an innovative internal combustion engine piston comprising: a lower skirt; an upper dome having an apex; first and second diametrically opposed and concave channels formed on the upper dome below the apex; and a concave downward sloped channel formed on the upper dome between the first and second diametrically opposed concave channels, wherein the first and second diametrically opposed and concave channels are equally spaced from a first reference plane that is coextensive with a reference center axis for the piston skirt, and off-center relative to a second reference plane that is perpendicular to the first reference plane and coextensive with the reference center axis for the piston skirt, and wherein the concave downward sloped channel is centered relative to the first reference plane, and off-center relative to the second reference plane.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only, and are not restrictive of the invention as claimed.
In order to assist the understanding of this invention, reference will now be made to the appended drawings, in which like reference characters refer to like elements. The drawings are exemplary only, and should not be construed as limiting the invention.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. With reference to
The engine cylinder 38 and piston 36 may define an engine combustion chamber 21 that communicates with an intake port 26 and an exhaust port 27. The intake port 26 and the exhaust port 27 are preferably diametrically opposed. The piston 36 may include a generally centrally located upper dome or projection 37 and a lower piston skirt 35. The piston skirt 35 and engine cylinder 38 may be generally cylindrical, and the piston skirt 35, engine cylinder 38, and the upper dome 37 may have a circular cross-section as is apparent from
The curvature of the outer surface of the upper dome 37 may be preferably hemispherical or semi-hemispherical, and may have a substantially constant radius of curvature. The upper dome 37 may extend between diametrically opposed edges of the piston skirt 35, and thus the diameters of the piston skirt 35 and the upper dome 37 may be substantially the same. The upper dome 37 may have an upper-most crown or apex that may be located at a point spaced from or coincident with a reference axial centerline extending through the centers of the upper dome and piston skirt 35 in the direction of the exhaust port 27. In other words, the apex may be off-center and proximal to the exhaust port 27 of an engine cylinder in which the piston 38 is disposed relative to a first reference plane that is equidistant at all points from the exhaust port and the intake port, or may be on-center and intersect with the first reference plane.
A concave downward sloped exhaust channel 23 may extend through a central portion of the upper dome 37. The exhaust channel 23 may terminate at an upper most location at or near (i.e., just before or just after) the apex of the upper dome 37. In
It is appreciated that in alternative embodiments the exhaust channel 23 may extend from a lower location starting further above the interface of the piston skirt 35 and upper dome 37 and/or to a location at or even slightly beyond the apex of the upper dome. It is also appreciated that the curvature of exhaust channel 23 in the first longitudinal piston-skirt-to-piston-apex direction and/or in the second direction perpendicular to the first longitudinal piston-skirt-to-piston-apex direction may vary to some degree without departing from the intended scope of the present invention so long as the overall shape promotes exhaust gas flow needed for engine operation.
The piston 36 may further include two symmetrical (i.e., identical) and diametrically opposed gently curved concave inlet channels 22A and 22B extending along either side of the exhaust channel 23 on the upper dome 37 of the piston 36. The inlet channels 22A and 22B may extend generally circumferentially from end to end over a minority portion, or more preferably a majority portion, of the circumference of the piston skirt 35 and upper dome 37 interface. In other words, the two concave inlet channels 22A and 22B may extend from locations proximal to the intake port 26 towards the exhaust port 27 past the first reference plane. The inlet channels 22A and 22B may each include a matching compound curved shape, curved in both a first piston circumferential direction and in a second piston-skirt-to-piston-apex direction. The curvatures of the inlet channels 22A and 22B in both of these directions may vary to some degree without departing from the intended scope of the present invention so long as the overall shapes promote intake gas flow needed for engine operation.
The position of the concave downward sloped exhaust channel 23 and the inlet channels 22A and 22B relative to the each other and relative to the intake port 26 and exhaust port 27 can vary to some degree. Generally it is preferred that the inlet channels 22A and 22B be proximal to the intake port 26 relative to a first reference plane that is equidistant at all points from the exhaust port 27 and the intake port 26, and that the exhaust channel 23 be proximal to the intake port 26 relative to the first reference plane. It is also preferred that the inlet channels 22A and 22B be equally spaced from a second reference plane that is perpendicular to the first reference plane, extends between the intake port 26 and the exhaust port 27, and bisects the piston lower skirt 35 and upper dome 37. The second reference plane may be coextensive with a reference center axis for the piston skirt, and the inlet channels 22A and 22B may be spaced from and thus off-center relative to the second reference plane. The exhaust channel 23 may be centered relative to the second reference plane, and off-center relative to the first reference plane. In some embodiments, the exhaust channel 23 may have an upper-most lip above the inlet channels 22A and 22B relative to an upper dome 37 apex when the piston 36 is viewed from the side, such as in
The piston 36 may be slidably disposed in an engine cylinder 38 including at its upper end a cylinder head. The interior surface of the cylinder head may be formed in a negative image or complementary to the shape of the upper dome 37. The combustion chamber 21 is defined by the space between the cylinder head and the upper dome 37. When the upper dome 37 of the piston 36 is hemispherical or semi-hemispherical, the upper end of the combustion chamber 21 may also be hemispherical or semi-hemispherical.
With reference to
With reference to
With reference to
With reference to
The channel shapes illustrated in
With reference to
The cross-sectional channel shapes illustrated in
As will be understood by those skilled in the art, the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The elements described above are illustrative examples of one technique for implementing the invention. One skilled in the art will recognize that many other implementations are possible without departing from the intended scope of the present invention as recited in the claims. For example, the curvatures of the domed surface of the piston head and cooperative cylinder head may vary without departing from the intended scope of the invention. Further, the shapes, sizes, and curvatures of each of the individual channels provided in the domed surface of the piston head may vary without departing from the intended scope of the invention. Still further, embodiments of the invention may be used in engines that are 2-cycle, 4-cycle, or multi-cycle, and that utilize any type of fuel, such as gasoline, bio-gasoline, natural gas, propane, alcohol, bio-alcohol, diesel, bio-diesel, hydrogen, gasified carbonaceous, bio-mass, or blended fuels. Accordingly, the disclosure of the present invention is intended to be illustrative, but not limiting, of the scope of the invention. It is intended that the present invention cover all such modifications and variations of the invention, provided they come within the scope of the appended claims and their equivalents.
This application relates to and claims the priority of U.S. provisional patent application Ser. No. 62/479,013, which was filed Mar. 30, 2017.
Number | Name | Date | Kind |
---|---|---|---|
1016561 | Grabler | Feb 1912 | A |
1046359 | Winton | Dec 1912 | A |
1329559 | Tesla | Feb 1920 | A |
1418838 | Setz | Jun 1922 | A |
1511338 | Cyril | Oct 1924 | A |
1527166 | Maurice | Feb 1925 | A |
1639308 | Orr | Aug 1927 | A |
1869178 | Thuras | Jul 1932 | A |
1891326 | Head | Dec 1932 | A |
1967682 | Ochtman, Jr. | Jul 1934 | A |
1969704 | D'Alton | Aug 1934 | A |
2025297 | Meyers | Dec 1935 | A |
2224475 | Evans | Dec 1940 | A |
2252914 | Balton | Aug 1941 | A |
2283567 | Barton | May 1942 | A |
2442917 | Butterfield | Jun 1948 | A |
2451271 | Balster | Oct 1948 | A |
2468976 | Herreshoff | May 1949 | A |
2471509 | Anderson | May 1949 | A |
2878990 | Zurcher | Mar 1950 | A |
2644433 | Anderson | Jul 1953 | A |
2761516 | Vassilkovsky | Sep 1956 | A |
2766839 | Baruch | Oct 1956 | A |
2898894 | Holt | Aug 1959 | A |
2915050 | Allred | Dec 1959 | A |
2956738 | Rosenschold | Oct 1960 | A |
2977943 | Lieberherr | Apr 1961 | A |
2979046 | Hermann | Apr 1961 | A |
3033184 | Jackson | May 1962 | A |
3035879 | Jost | May 1962 | A |
3113561 | Heintz | Dec 1963 | A |
3143282 | McCrory | Aug 1964 | A |
3154059 | Witzky | Oct 1964 | A |
3171425 | Berlyn | Mar 1965 | A |
3275057 | Trevor | Sep 1966 | A |
3399008 | Farrell | Aug 1968 | A |
3409410 | Spence | Nov 1968 | A |
3491654 | Zurcher | Jan 1970 | A |
3534771 | Everdam | Oct 1970 | A |
3621821 | Jarnuszkiewicz | Nov 1971 | A |
3749318 | Cottell | Jul 1973 | A |
3881459 | Gaetcke | May 1975 | A |
3892070 | Bose | Jul 1975 | A |
3911753 | Daub | Oct 1975 | A |
3973532 | Litz | Aug 1976 | A |
4043224 | Quick | Aug 1977 | A |
4046028 | Vachris | Sep 1977 | A |
4077429 | Kimball | Mar 1978 | A |
4127332 | Thiruvengadam | Nov 1978 | A |
4128388 | Freze | Dec 1978 | A |
4164988 | Virva | Aug 1979 | A |
4182282 | Pollet | Jan 1980 | A |
4185597 | Cinquegrani | Jan 1980 | A |
4271803 | Nakanishi | Jun 1981 | A |
4300499 | Nakanishi | Nov 1981 | A |
4312305 | Noguchi | Jan 1982 | A |
4324214 | Garcea | Apr 1982 | A |
4331118 | Cullinan | May 1982 | A |
4332229 | Schuit | Jun 1982 | A |
4343605 | Browning | Aug 1982 | A |
4357916 | Noguchi | Nov 1982 | A |
4359027 | Scharpf | Nov 1982 | A |
4383508 | Irimajiri | May 1983 | A |
4467752 | Yunick | Aug 1984 | A |
4480597 | Noguchi | Nov 1984 | A |
4488866 | Schirmer | Dec 1984 | A |
4541377 | Amos | Sep 1985 | A |
4554893 | Vecellio | Nov 1985 | A |
4570589 | Fletcher | Feb 1986 | A |
4576126 | Ancheta | Mar 1986 | A |
4592318 | Pouring | Jun 1986 | A |
4597342 | Green | Jul 1986 | A |
4598687 | Hayashi | Jul 1986 | A |
4669431 | Simay | Jun 1987 | A |
4715791 | Berlin | Dec 1987 | A |
4724800 | Wood | Feb 1988 | A |
4756674 | Miller | Jul 1988 | A |
4788942 | Pouring | Dec 1988 | A |
4836154 | Bergeron | Jun 1989 | A |
4874310 | Seemann | Oct 1989 | A |
4879974 | Alvers | Nov 1989 | A |
4919611 | Flament | Apr 1990 | A |
4920937 | Sasaki | May 1990 | A |
4936269 | Beaty | Jun 1990 | A |
4969425 | Slee | Nov 1990 | A |
4990074 | Nakagawa | Feb 1991 | A |
4995349 | Tuckey | Feb 1991 | A |
5004066 | Furukawa | Apr 1991 | A |
5007392 | Niizato | Apr 1991 | A |
5020504 | Morikawa | Jun 1991 | A |
5083539 | Cornelio | Jan 1992 | A |
5154141 | McWhorter | Oct 1992 | A |
5168843 | Franks | Dec 1992 | A |
5213074 | Imagawa | May 1993 | A |
5222879 | Kapadia | Jun 1993 | A |
5251817 | Ursic | Oct 1993 | A |
5343618 | Arnold | Sep 1994 | A |
5357919 | Ma | Oct 1994 | A |
5390634 | Walters | Feb 1995 | A |
5397180 | Miller | Mar 1995 | A |
5398645 | Haman | Mar 1995 | A |
5454712 | Yap | Oct 1995 | A |
5464331 | Sawyer | Nov 1995 | A |
5479894 | Noltemeyer | Jan 1996 | A |
5660532 | Castel | Aug 1997 | A |
5694891 | Liebich | Dec 1997 | A |
5714721 | Gawronski | Feb 1998 | A |
5779461 | Iizuka | Jul 1998 | A |
5791303 | Skripov | Aug 1998 | A |
5872339 | Hanson | Feb 1999 | A |
5937821 | Oda | Aug 1999 | A |
5957096 | Clarke | Sep 1999 | A |
6003488 | Roth | Dec 1999 | A |
6019188 | Nevill | Feb 2000 | A |
6119648 | Araki | Sep 2000 | A |
6138616 | Svensson | Oct 2000 | A |
6138639 | Hiraya | Oct 2000 | A |
6199369 | Meyer | Mar 2001 | B1 |
6205962 | Berry, Jr. | Mar 2001 | B1 |
6237164 | LaFontaine | May 2001 | B1 |
6257180 | Klein | Jul 2001 | B1 |
6363903 | Hayashi | Apr 2002 | B1 |
6382145 | Matsuda | May 2002 | B2 |
6418905 | Baudlot | Jul 2002 | B1 |
6446592 | Wilksch | Sep 2002 | B1 |
6474288 | Blom | Nov 2002 | B1 |
6494178 | Cleary | Dec 2002 | B1 |
6508210 | Knowlton | Jan 2003 | B2 |
6508226 | Tanaka | Jan 2003 | B2 |
6536420 | Cheng | Mar 2003 | B1 |
6557520 | Roberts, Jr. | May 2003 | B2 |
6639134 | Schmidt | Oct 2003 | B2 |
6668703 | Gamble | Dec 2003 | B2 |
6682313 | Sulmone | Jan 2004 | B1 |
6691932 | Schultz | Feb 2004 | B1 |
6699031 | Kobayashi | Mar 2004 | B2 |
6705281 | Okamura | Mar 2004 | B2 |
6718938 | Szorenyi | Apr 2004 | B2 |
6758170 | Walden | Jul 2004 | B1 |
6769390 | Hattori | Aug 2004 | B2 |
6814046 | Hiraya | Nov 2004 | B1 |
6832589 | Kremer | Dec 2004 | B2 |
6834626 | Holmes | Dec 2004 | B1 |
6971379 | Sakai | Dec 2005 | B2 |
6973908 | Paro | Dec 2005 | B2 |
7074992 | Schmidt | Jul 2006 | B2 |
7150609 | Kiem | Dec 2006 | B2 |
7261079 | Gunji | Aug 2007 | B2 |
7296545 | Ellingsen, Jr. | Nov 2007 | B2 |
7341040 | Wiesen | Mar 2008 | B1 |
7360531 | Yohso | Apr 2008 | B2 |
7452191 | Tell | Nov 2008 | B2 |
7559298 | Cleeves | Jul 2009 | B2 |
7576353 | Diduck | Aug 2009 | B2 |
7584820 | Parker | Sep 2009 | B2 |
7628606 | Browning | Dec 2009 | B1 |
7634980 | Jarnland | Dec 2009 | B2 |
7717701 | D'Agostini | May 2010 | B2 |
7810479 | Naquin | Oct 2010 | B2 |
7900454 | Schoell | Mar 2011 | B2 |
7984684 | Hinderks | Jul 2011 | B2 |
8037862 | Jacobs | Oct 2011 | B1 |
8215292 | Bryant | Jul 2012 | B2 |
8251040 | Jang | Aug 2012 | B2 |
8284977 | Ong | Oct 2012 | B2 |
8347843 | Batiz-Vergara | Jan 2013 | B1 |
8385568 | Goel | Feb 2013 | B2 |
8479871 | Stewart | Jul 2013 | B2 |
8640669 | Nakazawa | Feb 2014 | B2 |
8656870 | Surnilla | Feb 2014 | B2 |
8714135 | Anderson | May 2014 | B2 |
8776759 | Cruz | Jul 2014 | B2 |
8800527 | McAlister | Aug 2014 | B2 |
8827176 | Browning | Sep 2014 | B2 |
8857405 | Attard | Oct 2014 | B2 |
8863724 | Shkolnik | Oct 2014 | B2 |
8919321 | Burgess | Dec 2014 | B2 |
9175736 | Greuel | Nov 2015 | B2 |
9289874 | Sabo | Mar 2016 | B1 |
9309807 | Burton | Apr 2016 | B2 |
9441573 | Sergin | Sep 2016 | B1 |
9512779 | Redon | Dec 2016 | B2 |
9736585 | Pattok | Aug 2017 | B2 |
9739382 | Laird | Aug 2017 | B2 |
9822968 | Tamura | Nov 2017 | B2 |
9854353 | Wang | Dec 2017 | B2 |
9938927 | Ando | Apr 2018 | B2 |
9951713 | Katakura | Apr 2018 | B2 |
20020114484 | Crisco | Aug 2002 | A1 |
20020140101 | Yang | Oct 2002 | A1 |
20030111122 | Horton | Jun 2003 | A1 |
20050036896 | Navarro | Feb 2005 | A1 |
20050087166 | Rein | Apr 2005 | A1 |
20050155645 | Freudendahl | Jul 2005 | A1 |
20050257837 | Bailey | Nov 2005 | A1 |
20060230764 | Schmotolocha | Oct 2006 | A1 |
20070039584 | Ellingsen, Jr. | Feb 2007 | A1 |
20070101967 | Pegg | May 2007 | A1 |
20080169150 | Kuo | Jul 2008 | A1 |
20080184878 | Chen | Aug 2008 | A1 |
20080185062 | Johannes Nijland | Aug 2008 | A1 |
20100071640 | Mustafa | Mar 2010 | A1 |
20110030646 | Barry | Feb 2011 | A1 |
20110132309 | Turner | Jun 2011 | A1 |
20110139114 | Nakazawa | Jun 2011 | A1 |
20110235845 | Wang | Sep 2011 | A1 |
20120103302 | Attard | May 2012 | A1 |
20120114148 | Goh Kong San | May 2012 | A1 |
20120186561 | Bethel | Jul 2012 | A1 |
20130036999 | Levy | Feb 2013 | A1 |
20130327039 | Schenker et al. | Dec 2013 | A1 |
20140056747 | Kim | Feb 2014 | A1 |
20140109864 | Drachko | Apr 2014 | A1 |
20140199837 | Hung | Jul 2014 | A1 |
20140361375 | Deniz | Dec 2014 | A1 |
20150059718 | Claywell | Mar 2015 | A1 |
20150153040 | Rivera Garza | Jun 2015 | A1 |
20150167536 | Toda | Jun 2015 | A1 |
20150184612 | Takada et al. | Jul 2015 | A1 |
20150337878 | Schlosser | Nov 2015 | A1 |
20150354570 | Karoliussen | Dec 2015 | A1 |
20160017839 | Johnson | Jan 2016 | A1 |
20160064518 | Liu | Mar 2016 | A1 |
20160258347 | Riley | Sep 2016 | A1 |
20160265416 | Ge | Sep 2016 | A1 |
20160348611 | Suda et al. | Dec 2016 | A1 |
20160348659 | Pinkerton | Dec 2016 | A1 |
20160356216 | Klyza | Dec 2016 | A1 |
20170248099 | Wagner | Aug 2017 | A1 |
20170260725 | McAlpine | Sep 2017 | A1 |
20180096934 | Siew | Apr 2018 | A1 |
20180130704 | Li | May 2018 | A1 |
Number | Date | Country |
---|---|---|
201526371 | Jul 2010 | CN |
106321916 | Jan 2017 | CN |
206131961 | Apr 2017 | CN |
19724225 | Dec 1998 | DE |
0025831 | Apr 1981 | EP |
2574796 | Apr 2013 | EP |
1408306 | Aug 1965 | FR |
2714473 | Jun 1995 | FR |
104331 | Jan 1918 | GB |
139271 | Mar 1920 | GB |
475179 | Nov 1937 | GB |
854135 | Nov 1960 | GB |
1437340 | May 1976 | GB |
1504279 | Mar 1978 | GB |
1511538 | May 1978 | GB |
2140870 | Dec 1984 | GB |
S5377346 | Jul 1978 | JP |
S5833393 | Feb 1983 | JP |
58170840 | Oct 1983 | JP |
S5973618 | Apr 1984 | JP |
H02211357 | Aug 1990 | JP |
H0638288 | May 1994 | JP |
2000064905 | Mar 2000 | JP |
2003065013 | Mar 2003 | JP |
5535695 | Jul 2014 | JP |
201221753 | Jun 2012 | TW |
1983001485 | Apr 1983 | WO |
2006046027 | May 2006 | WO |
2007065976 | Jun 2007 | WO |
2010118518 | Oct 2010 | WO |
2016145247 | Sep 2016 | WO |
Entry |
---|
Graunke, K. et al., “Dynamic Behavior of Labyrinth Seals in Oilfree Labyrinth-Piston Compressors” (1984). International Compressor Engineering Conference. Paper 425. http://docs.lib.purdue.edu/icec/425. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/024102, dated Jun. 25, 2018, 10 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/024477, dated Jul. 20, 2018, 14 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/024485, dated Jun. 25, 2018, 16 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/024844, dated Jun. 8, 2018, 9 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/024852, dated Jun. 21, 2018, 9 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/025133, dated Jun. 28, 2018, 9 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/025151, dated Jun. 25, 2018, 14 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/025471, dated Jun. 21, 2018, 10 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/029947, dated Jul. 26, 2018, 12 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/030937, dated Jul. 9, 2018, 7 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/053264, dated Dec. 3, 2018, 10 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2018/053350, dated Dec. 4, 2018, 7 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2019/014936, dated Apr. 18, 2019, 9 pages. |
International Searching Authority Search Report and Written Opinion for application PCT/US2019/015189, dated Mar. 25, 2019, 10 pages. |
Keller, L. E., “Application of Trunk Piston Labyrinth Compressors in Refrigeration and Heat Pump Cycles” (1992). International Compressor Engineering Conference. Paper 859. http://docs.lib.purdue.edu/icec/859. |
Quasiturbine Agence, “Theory—Quasiturbine Concept” [online], Mar. 5, 2005 (Mar. 5, 2005), retrieved from the internet on Jun. 29, 2018) URL:http://quasiturbine.promci.qc.ca/ETheoryQTConcept.htm; entire document. |
Vetter, H., “The Sulzer Oil-Free Labyrinth Piston Compressor” (1972). International Compressor Engineering Conference. Paper 33. http://docs.lib.purdue.edu/icec/33. |
Number | Date | Country | |
---|---|---|---|
20180283314 A1 | Oct 2018 | US |
Number | Date | Country | |
---|---|---|---|
62479013 | Mar 2017 | US |