EP0036261B1 - Verfahren zum Betrieb einer aufgeladenen Diesel-Brennkraftmaschine und nach diesem Verfahren betriebene Maschine - Google Patents

Verfahren zum Betrieb einer aufgeladenen Diesel-Brennkraftmaschine und nach diesem Verfahren betriebene Maschine Download PDF

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Publication number
EP0036261B1
EP0036261B1 EP81300874A EP81300874A EP0036261B1 EP 0036261 B1 EP0036261 B1 EP 0036261B1 EP 81300874 A EP81300874 A EP 81300874A EP 81300874 A EP81300874 A EP 81300874A EP 0036261 B1 EP0036261 B1 EP 0036261B1
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Prior art keywords
engine
exhaust
valve means
combustion chamber
valve
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Expired
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EP81300874A
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English (en)
French (fr)
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EP0036261A1 (de
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Ray Garrett Mcintire
Douglas Colvette
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COLVETTE, DOUGLAS
MCINTIRE, RAY GARRETT
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Individual
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Priority claimed from US06/126,769 external-priority patent/US4327676A/en
Application filed by Individual filed Critical Individual
Priority to AT81300874T priority Critical patent/ATE10531T1/de
Publication of EP0036261A1 publication Critical patent/EP0036261A1/de
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    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention relates to compression ignition engines and in particular to the operation of medium to high-speed compression ignition engines in such manner as to reduce the amounts of oxides of nitrogen in the exhaust gases.
  • Diesel engines have several advantages over conventional spark ignition engines.
  • Diesel engines burn heavier fuel which is cheaper than gasoline, they have a higher thermal efficiency than spark ignition engines, and they have significantly lower emissions in some respects than comparable spark ignition engines.
  • carbon monoxide emissions are low because the Diesel engine operates with excess air, and hydrocarbons are normally a small constituent of Diesel exhaust
  • Diesel engines characteristically produce unacceptably high amounts of oxides of nitrogen (NO x ) and therefore are presently unable to meet government standards with respect to NO x emissions for automobiles and light duty trucks.
  • NO x oxides of nitrogen
  • the standard Diesel engine used in some automobiles and most trucks today is a four-stroke or four cycle engine.
  • the intake valve opens and the piston decends to draw fresh air into the cylinder.
  • the intake valve closes and the piston rises to compress the air which becomes heated.
  • fuel is injected into the cylinder and burns.
  • the exhaust valve opens and the burned gases are forced out of the cylinder by the rising piston.
  • the working fluid namely air
  • the working fluid is a compressible gas that enters and leaves the cylinder in more than an instantaneous period of time
  • the closing of the exhaust valve at the end of the exhaust stroke typically occurs subsequent to the opening of the intake valve at the beginning of the air intake stroke.
  • the exhaust valve remains open until after the piston reaches top dead center, and the intake valve opens before the piston reaches top center.
  • the reason for this "valve overlap" is to effect a more thorough scavenging of the exhaust gases from the cylinder, which brings about an increase in power out of proportion to the amount of air involved.
  • the present invention provides an improved method and apparatus for operating a medium to high-speed, four cycle, compression ignition engine in which the valve timing is adjusted so that, for the entire range of engine speeds, the exhaust valve is completely closed before the intake valve opens so that no fresh air is permitted to pass out the exhaust valve. Furthermore, fresh air is forced into the combustion chamber so that the air pressure within the chamber is above atmospheric, so that there is sufficient air to burn substantially all of the fuel. Some exhaust gases may remain in the cylinder at the beginning of the next cycle. In this fashion, the conditions which create unacceptably high amounts of NO x in the exhaust gases are reduced without effecting a significant reduction in the effective horsepower, mileage or performance, as with prior art engines.
  • a supercharged, medium to high-speed, four-cycle automotive compression ignition engine of the type having at least one cylinder defining a combustion chamber and having a reciprocating piston therein linked to rotate a crankshaft; an intake manifold having intake valve means communicating with said combustion chamber, exhaust valve means communicating with said combustion chamber, and camshaft and linkage means for intermittently opening and closing said intake valve means and said exhaust valve means such that fresh air may be drawn into said combustion chamber from said intake manifold through said intake valve means, and exhaust gases may be exhausted from said combustion chamber through said exhaust valve means, characterized by:
  • the apparatus embodying the present invention may include a camshaft having cams so shaped and positioned that during operation of the engine, the exhaust valve of each cylinder is fully closed before its respective intake valve is opened.
  • the aforementioned timing of the valves is achieved by adjusting the relative positions of the cams actuating the intake and exhaust valves relative to one another as well as the contour of the flank and nose portions of the cam.
  • the desired effect is to time the closing of the exhaust valve at the end of the exhaust stroke so that the air entering the cylinder does not pass through the exhaust port without being burned. This requires that the closing of the exhaust valve occur before the opening of the inlet valve, thus eliminating valve overlap. Since the method of the invention can be performed using a standard compression ignition engine on which only relatively minor adjustments have been made, the invention is ideally suited for retrofit applications. By substituting a camshaft ground in the manner of the invention for the standard camshaft of a conventional compression ignition engine in a vehicle, that vehicle will have significantly reduced emissions, regardless of its vintage.
  • turbocharged engine there exists a greater differential in pressure between the exhaust gases or burned air in the combustion chamber and those in the exhaust manifold than exists with a non-turbocharged engine. This increased pressure differential causes the exhaust gases within the combustion chamber to scavenge more rapidly than would a non-turbocharged cylinder.
  • the method and apparatus embodying the present invention can be integrated into a standard, high-speed, four stroke, compression ignition engine.
  • the power generating portion of such engines typically consists of a piston 10 which is pivotally connected to a piston rod 12 mounted on a crankshaft 14 which transmits the piston movement to a drive train (not shown).
  • the piston 10 reciprocates within a cylinder 16 that defines a combustion chamber 18 which communicates with an intake manifold 20 by means of an inlet port 22 and with an exhaust manifold 24 through an exhaust port 26.
  • the inlet and exhaust ports 22, 26 are shaped to receive intake and exhaust valves 28, 30 respectively, which can be moved to open and close passages in the inlet and exhaust ports.
  • Means are provided for forcing fresh air into the intake manifold 20 such that, when the intake valve 28 is open, the air introduced into the combustion chamber 18 will have a pressure above ambient pressure.
  • a fuel injection nozzle 32 which is connected to a fuel source (not shown), communicates with a pre-combustion chamber 34.
  • the pre-combustion chamber 34 in turn communicates with the combustion chamber 18.
  • a typical valve 38 in a compression ignition engine pivots against a rocker arm 40 in which is pivotally journaled a push rod 42.
  • the push rod 42 terminates in a cam follower 44 which rolls against a cam 46 fixedly journaled to a camsahft 48.
  • the camshaft 48 is turned by the crankshaft 14 by means of a linkage (not shown) well-known in the art.
  • the eccentricity of the cam shape causes the cam follower 44 to rise and fall thereby causing the valve 38 to engage and disengage a typical port 50 defining a port.
  • the valve 38 is urged against its valve seat by means of a spring 52 which operates between the cylinder head 54 and the retainer portion 56 of the valve 38.
  • the timing of the opening and closing of the intake and exhaust valves 28, 30 is a function not only of the positions of their respective cams 46 in relation to one another on the camshaft 48 but also of the cam contour.
  • the cam contour is comprised of a base circle portion 58, a nose 60, and two flanks 62.
  • the shapes of the flanks 62 and the nose 60 of a cam 46 determine the rate at which each valve is opened and the duration that it remains open.
  • the method of operating the Diesel engine embodying the present invention is as follows. As shown in Fig. 1, the cranksahft 14 may turn in a clockwise direction, drawing the piston 10 downward within the cylinder 16, and at the same time, the intake valve 28 is moved away from the inlet port 22, thus allowing fresh air 64 from the intake manifold 20 to be forced into the cylinder.
  • This process begins when the piston is approximately 1 ° to 3° past top dead center, that is, when the crankshaft 14 has turned 1 ° to 3° beyond the position it was in at the time the piston 10 reached its maximum ascent within the cylinder 16.
  • the intake valve 28 remains open until the piston 10 has reached approximately 30° past bottom dead center, that is, the crankshaft 14 has turned 30° beyond the position it was in at the time the piston 10 reached its furthest descent within the cylinder 16.
  • the compression stroke begins with the closing of the intake valve 28 and the . travel of the piston 10 upward within the cylinder 16. As the air 64 is compressed within the cylinder 16, it becomes hotter.
  • the exhaust valve 30 opens when the piston 10 is approximately 30° before bottom dead center, and the scavenging or exhaust stroke begins.
  • the piston 10 reaches bottom dead center and begins its ascent up the cylinder 16 to force the exhaust gases 68 out through the exhaust port 26 and the exhaust manifold 24.
  • the exhaust valve 30 closes the exhaust port 26 completely, thereby cutting off the flow of exhaust gases 68 through the port and trapping a small amount of exhaust gas within the cylinder 16.
  • the intake valve 28 opens the inlet port 22, and fresh air 64 is admitted.
  • a small amount of exhaust gas 68 may remain in the cylinder, and no fresh air 64 is permitted to "blow by" and mix with the exhaust gases in the exhaust manifold 24.
  • Fig. 6 depicts the position of the piston 10, intake valve 28 and exhaust valve 30 at the end of the exhaust stroke and the beginning of the intake stroke.
  • both valves 28, 30 are open at this time to allow fresh air 64 to enter the combustion chamber 18, thereby completely scavenging the exhaust gases 68 from the combustion chamber.
  • a certain amount of "blow by” occurs wherein fresh air 64 passes into the combustion chamber 18 and out the exhaust port 26 without supporting the combustion of the fuel.
  • the prior art configuration depicted in Fig. 6 does not occur at any time during the operation of the Diesel engine embodying the present invention.
  • Fig. 7 is a valve timing diagram for the operation of a Diesel engine embodying the present invention.
  • the circle generally designated A can be considered as the path traced by a point positioned on the crankshaft 14.
  • the line segment TDC represents the position of the crankshaft 14 - and hence the piston 10 - at top dead center, that is, when the piston has risen to its highest point in the cylinder 16.
  • the line segment BDC represents the position of the crankshaft 14 and piston 10 at bottom dead center, that is, the point at which the piston has reached its furthest descent within the cylinder 16.
  • the piston begins at a point TDC on the valve diagram and begins to descend as the crankshaft turns in a clockwise manner.
  • the inlet valve opens at line segment W, which represents a cylinder position approximately 3° after top dead center, and remains open to line segment X approximately 30° after bottom dead center.
  • the area bounded by lines W and X represents the period of time during the first cycle when the intake valve 28 is open.
  • Line X also designates the beginning of the second or compression stroke. This stroke continues to a point near top dead center at which time the fuel is sprayed into the combustion chamber 18 through the nozzle 32 and the expansion stroke begins.
  • the crankshaft 14 is turning from line TDC to line Y, located within circle A.
  • Line Y denotes the opening of the exhaust valve 30 and the beginning of the exhaust stroke shown in Fig. 4.
  • the exhaust stroke begins at approximately 30° before bottom dead center and continues to a point denoted by line Z which is approximately 3° before top dead center.
  • Line segment Z denotes the point at which the exhaust valve is completely closed.
  • the segment of the timing cycle between lines Z and W represents a period of crankshaft rotation during which both the intake valve 28 and the exhaust valve 30 are closed. It is crucial to the operation of a Diesel engine embodying the present invention that this segment appear on the valve timing sequence.
  • a valve timing diagram of a Diesel engine operated according to the method of prior art is shown as circle A' in Fig. 8.
  • the start of the first or intake stroke is shown by line segment W' which occurs before top dead center.
  • the intake valve 28 remains open until line segment X', typically about 25° past bottom dead center.
  • the compression stroke begins at line X' with the closing of the intake valve 28 and continues through to a point near top dead center, at which time the fuel is sprayed into the combustion chamber 18 from the nozzle 32 and the third or expansion stroke begins.
  • the expansion stroke continues through to line segment W', located within the circle A'.
  • Line Y' denotes the opening of the exhaust valve 30 and the beginning of the exhaust stroke.
  • the exhaust stroke continues through to a point Z', typically after top dead center.
  • the segment of the valve timing diagram of Fig. 8 denoted by the double cross-hatching represents the time during the four-stroke cycle of the prior art in which both the intake and the exhaust valves 28, 30 are open, as shown in Fig. 6. It is at this time that fresh air 64 enters the combustion chamber 18 as the exhaust gases 68 are leaving the combustion chamber 18, and some fraction of the fresh air 64 leaves the cylinder along with the exhaust gases 68. By eliminating the time during which both the intake valve 28 and the exhaust valve 30 are open, “blow by" of fresh air 64 entering the combustion chamber 18 is prevented, and the amount of NO x formed in the exhaust gases 68 is reduced.
  • the method and apparatus embodying the present invention are particularly effective when used in conjunction with a turbocharged Diesel engine as shown in Fig. 9.
  • An exhaust turbine 70 located in the exhaust manifold 24 is driven by the exhaust gases 68 leaving the combustion chamber 18 during the exhaust stroke.
  • the exhaust turbine 70 is coupled to an inlet turbine 72 by a drive shaft 74, and the inlet turbine is rotated by the exhaust turbine 70 to force fresh air 64 into the combustion chamber 18 during the air intake stroke.
  • the invention has been discussed previously as used in connection with a compression ignition engine which includes a precombustion chamber, the invention has been successfully tested in combination with an engine of the open chamber type, as shown in Fig. 10.
  • the cylinder head 54' is designed so that the fuel injection nozzle 32' injects fuel directly into the combustion chamber 18'.
  • the piston 10' has an upper surface 76 which defines a recess 78 to receive a charge 65' of fuel.
  • a typical valve 38' in a compression ignition engine pivots against a rocker arm 40' in which is pivotally journalled push rod 42'.
  • Push rod 42' terminates in a cam follower 44' which rolls against a cam 46' fixedly journalled to camshaft 48'.
  • cam follower 44' As discussed previously, rotation of the camshaft 48' causes cam follower 44' to rise and fall in response to the eccentricities of the shape and contours of cam 46'. This cam is ground to the proper contour to time the opening and closing of valve 38' to eliminate blow by of unburned air 64'.
  • the open chamber engine shown in Fig. 10 may be turbocharged, and is shown schematically with turbocharging apparatus.
  • the turbocharger 80 of Fig. 10 is preferably of the exhaust gas type, and includes an exhaust turbine 70 which is rotated by the force of escaping exhaust gases 68', an inlet turbine 72 1 , and a drive shaft 74 1 which joins the inlet turbine to the exhaust turbine.
  • the rotation of the exhaust turbine 70' causes the drive shaft 74', and hence the inlet turbine 72', to rotate, thereby compressing the fresh air 64' entering the combustion chamber 18'.
  • This compressed fresh air 64' permits a greater amount of fuel to be injected into and burned in the combustion chamber 18', resulting in greater horsepower for that engine configuration than without turbocharging.
  • Tables 1 and 2 show the effect of variations in valve overlap on the amount of NO x present in the exhaust gases of a medium speed turbocharged Diesel engine of the open chamber type.
  • medium speed is meant a Diesel engine which is designed for a maximum operating speed of from 2400 to 2600 rpm. at full load, and as compared with high-speed engines which operate in a speed range in excess of 2600 rpm.
  • the testing equipment and procedures used in generating this data were capable of duplicating the City and Highway Modes of the Federal Test Procedures as outlined in Part 86 of Chapter 1, Title 40 of the Code of Federal Regulations as applicable to light-duty vehicles.
  • the testing facility at which the tests were performed was one of ten such facilities in the country listed by the U.S. Environmental Protection Agency as being equipped to perform emission tests in accordance with the aforementioned federal procedures.
  • Table 1 shows the data generated by the vehicles which were put through a total of three Federal City Mode tests, each time with a cam design yielding a different degree of valve overlap.
  • Test 1 a van having a standard, unmodified, turbocharged Diesel of a type exemplifying a prior art engine was tested.
  • the engine displacement was 3.7 liters (226 in.3) and the dynamometer was set to simulate resistance for a 1818.2 kg (4000 lbs.) vehicle.
  • the amount of valve overlap that is, the range of crankshaft angles during which both the inlet valve and the outlet valve were open (see Figs. 6 and 8), was approximately 30°.
  • the amount of NO x generated for the entire Federal City Mode was 6.00 gm/km (9.65 gm/mi).
  • Table 2 depicts the same three vehicle and engine combinations subjected to the Federal Highway Mode on the same test facilities described above.
  • the data from tests 4, 5 and 6 show that a modification of the engine to effect a negative valve overlap results in a significant decrease in the amount of NO x in the exhaust gases.
  • Table 3 shows the data generated by the testing of a light duty truck having a four-cylinder turbocharged compression ignition engine of the open chamber type at the aforementioned facilities and under the same types of tests.
  • the engine had a displacement of 3.7 liters (226 in. 3 ) and a compression ratio of 18:1.
  • the track underwent the test on a dynomometer set at 1818.2 kg (4000 pounds).
  • test 7 the subject was the aforementioned vehicle whose engine included a cam shaft modified in the manner of the invention to eliminate valve overlap and fresh air blow by.
  • the amount of negative overlap was approximately 2°.
  • the vehicle was driven according to the Federal City Mode and generated 1.84 gm/km (1.35 gm/mi) of NO,, and 0.63 gm/km (1.01 gm/mi) of hydrocarbons.
  • test 8 the same vehicle was driven according to the Federal Highway Mode. The vehicle generated 1.04 gm/km (1.68 gm/mi) of NO,, and 0.32 gm/km (0.52 gm/mi) of hydrocarbons.
  • test 9 the same vehicle was retested according to the Federal City and Highway Modes respectively, but this time the engine was fitted with a standard cam shaft which allows approximately 30° of overlap. The results showed that significantly higher amounts of NO,, were generated.
  • the vehicle generated 1.98 gm/km (3.19 gm/mi) of NO X while driven according to the City Mode and in test 10 generated 2.53 gm/km (4.07 gm/mi) of NO X when driven in the Highway Mode.

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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)
  • Valve Device For Special Equipments (AREA)

Claims (9)

1. Verfahren zum Betrieb einer im mittleren und hohen Drehzahlbereich arbeitenden, aufgeladenen, Viertakt-Diesel-Brennkraftmaschine der Type, in der ein Einlaßventil (28) zur Öffnung eines Einlasses (22) für den Eintritt von Frischluft (64) in die Verbrennungskammer (18) bewegt, und die Luft komprimiert, Kraftstoff (65) in die Verbrennungskammer eingespritzt und verbrennt, und dabei die Luft expandiert, und ein Auslaßventil (30) zur Öffnung einer Auspufföffnung (26) für den Austritt der durch die Auspufföffnung auszustoßenden Verbrennungsgase (68) bewegt wird, gekennzeichnet durch die Zeitpunkteinstellung des Öffnens des Einlasses (22) und des Schließens des Auslasses (26) derart, daß der Auslaß (26) vollständig geschlossen ist, bevor der Einlaß (22) in allen Drehzahlbereichen der Maschine geöffnet wird.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Aufladeeinrichtung einen mit dem Einlaß (22) in kommunizierender Verbindung stehenden Turbolader (80) zum verstärkten Einbringen von Frischluft (64) in die Verbrennungskammer (18) einschließt.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Maschine eine Type mit offener Kammer ist.
4. Verfahren nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, daß die Maschine eine maximale Betriebsdrehzahl von 2400 bis 2600 U/min hat.
5. Aufgeladene, im mittleren bis hohen Drehzahlbereich arbeitende Viertak-Diesel-Brennkraftmaschine der Type mit mindestens einen eine Verbrennungskammer (18) bildenden Zylinder, und einen darin hin- und herbeweglichen, zur Drehung einer Kurbelwelle (14) angelenkten Kolben (10); einen Ansaugkrümmer (20) mit einer mit der Verbrennungskammer in kommunizierender Verbindung stehenden Ansaugventil-Anordnung (22, 28), einer Abgasventil-Anordnung (26, 30) in kommunizierender Verbindung mit der Verbrennungskammer, und einer Nockenwelle (48) mit Gestängeelementen (40, 42, 52, 56) für das intermittierende Öffnen und Schließen der Ansaugventil-Anordnung und der Abgasventil-Anordnung derart, daß Frischluft (64) vom Ansaugkrümmer durch die Ansaugventil-Anordnung in die Verbrennungskammer eingesaugt und Abgas (68) auf der Verbrennungskammer durch die Abgasventil-Anordnung abgeführt werden kann, gekennzeichnet durch eine der Nockenwelle zugeordnete Steueranordnung (58, 60, 62) und Gestangeelemente für das zeitlich abgestimmte Öffnen der Ansaugventil-Anordnung und das Schließen der Abgasventil-Anordnung derart, daß die Abgasventil-Anordnung vollständig geschlossen ist, bevor die Ansaugventil-Anordnung geöffnet wird, um den direkten Durchfluß von Frischluft von der Ansaugventil-Anordnung durch die Abgasventil-Anordnung zu verhindern.
6. Diesel-Brennkraftmaschine nach Anspruch 5, dadurch gekennzeichnet, daß die die zeitliche Abstimmung bewirkende Anordnung (58, 60, 62) die Nockenwelle (48) umfaßt, die Nocken aufweist, die in ihrer Form und Position auf der Nockenwelle derart aus ausgelegt sind, daß die Abgasventil-Anordnung (26, 30) vollständig geschlossen ist, bevor die Ansaugventil-Anordnung (22, 28) geöffnet wird.
7. Diesel-Brennkraftmaschine nach Anspruch 5 oder 6, dadurch gekennzeichnet, daß die Aufladeeinrichtung einen dem Ansaugkrümmer (20) zugeordneten Turbolader (80) einschließt.
8. Diesel-Brennkraftmaschine nach Anspruch 5, 6 oder 7, dadurch gekennzeichnet, daß die Maschine eine Type mit offener Kammer ist.
9. Diesel-Brennkraftmaschine nach Anspruch 5, 6 oder 7, dadurch gekennzeichnet, daß die Maschine eine maximale Betriebsdrehzahl von 2400 bis 2600 U/min hat.
EP81300874A 1980-03-03 1981-03-03 Verfahren zum Betrieb einer aufgeladenen Diesel-Brennkraftmaschine und nach diesem Verfahren betriebene Maschine Expired EP0036261B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81300874T ATE10531T1 (de) 1980-03-03 1981-03-03 Verfahren zum betrieb einer aufgeladenen diesel- brennkraftmaschine und nach diesem verfahren betriebene maschine.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US06/126,769 US4327676A (en) 1980-03-03 1980-03-03 Method and apparatus for a low emission diesel engine
US126769 1980-03-03
US23462281A 1981-02-20 1981-02-20
US234622 1981-02-20

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EP0036261A1 EP0036261A1 (de) 1981-09-23
EP0036261B1 true EP0036261B1 (de) 1984-11-28

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EP (1) EP0036261B1 (de)
AU (1) AU542107B2 (de)
BR (1) BR8101195A (de)
CA (1) CA1156108A (de)
DE (1) DE3167374D1 (de)
ES (1) ES8207273A1 (de)
IN (1) IN154106B (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2133467A (en) * 1983-01-17 1984-07-25 Darren Gale Swanson Four-stroke engine valve timing

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3144009A (en) * 1962-05-14 1964-08-11 Dick Schoep Variable valve timing mechanism
FR1529537A (fr) * 1965-12-11 1968-06-21 Inst Francais Du Petrole Perfectionnements aux dispositifs de distribution par soupapes des moteurs à combustion interne

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE790477A (fr) * 1971-10-27 1973-02-15 Bohnlein Horst Commande des soupapes des cylindres d'un moteur d'automobile

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3144009A (en) * 1962-05-14 1964-08-11 Dick Schoep Variable valve timing mechanism
FR1529537A (fr) * 1965-12-11 1968-06-21 Inst Francais Du Petrole Perfectionnements aux dispositifs de distribution par soupapes des moteurs à combustion interne

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AU542107B2 (en) 1985-02-07
IN154106B (de) 1984-09-22
BR8101195A (pt) 1981-09-08
EP0036261A1 (de) 1981-09-23
ES500010A0 (es) 1982-09-01
DE3167374D1 (en) 1985-01-10
CA1156108A (en) 1983-11-01
ES8207273A1 (es) 1982-09-01
AU6793081A (en) 1981-09-10

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