EP0640749A1 - Device for controlling a valve timing for an internal combustion engine - Google Patents

Device for controlling a valve timing for an internal combustion engine Download PDF

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Publication number
EP0640749A1
EP0640749A1 EP94113507A EP94113507A EP0640749A1 EP 0640749 A1 EP0640749 A1 EP 0640749A1 EP 94113507 A EP94113507 A EP 94113507A EP 94113507 A EP94113507 A EP 94113507A EP 0640749 A1 EP0640749 A1 EP 0640749A1
Authority
EP
European Patent Office
Prior art keywords
engine
cam
exhaust
control mechanism
intake
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP94113507A
Other languages
German (de)
English (en)
French (fr)
Inventor
Eiji Shirai
Atsushi Sato
Takayuki Kurumi
Katsuhiko Eguchi
Ichiro Kimura
Koji Hotta
Hiroyuki Nakadouzono
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
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 Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Publication of EP0640749A1 publication Critical patent/EP0640749A1/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/08—Timing or lift different for valves of different cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst

Definitions

  • the present invention relates to a device for controlling a valve timing of opening and closing exhaust valve and intake valve for an internal combustion engine.
  • a conventional valve timing device is disclosed in the laid open publication of JP 4-194331 wherein at engine high speeds and engine light loads a small amount of overlap of open periods of the intake valve and the exhaust valve is required and under the engine cold condition the small amount of such the valve overlap is also required, but except these cases the large amount of overlap of open periods the intake valve and the exhaust valve is desired, as shown in Figs. 19 and 20.
  • the overlap of open periods of the intake valve and the exhaust valve allows a combustion air taken into a combustion chamber through the intake valve to be exhausted through the exhaust valve toward an exhaust pipe at the engine low speeds, the engine light loads and the engine cold, thereby reducing the engine output.
  • inventors of the present invention recognize a technical conception to minimize an amount of overlap of open periods of the intake valve and the exhaust valve at the engine cold and the engine low speeds, so that air intake efficiency is increased and at the engine high speeds gases of HC and NOx are reduced. Further, this conception is effective in improvements of engine starting performance and fuel consumption.
  • a device for controlling a valve timing for an internal combustion engine which varies an amount of overlap of open periods of an intake valve and an exhaust valve comprises a valve timing control mechanism to minimize the amount of said overlap at the engine cold.
  • the valve timing control mechanism permits to minimize an amount of overlap of open periods of the intake valve and the exhaust valve at the engine low speeds, so that air intaken into the combustion chamber does not exit to the exhaust passage because the exhaust valve is closed during a suction stroke.
  • a device for controlling a valve timing of open periods of an intake valve 2 and an exhaust valve 3 for are internal combustion engine 1 according to a first embodiment includes a cam selectively operating means 10 to selectively operate an intake cam 4 and an exhaust cam 5 which have different phases and are located on low speeds cams 11, 12 and high speeds cams 13, 14, corresponding to a second cylinder and a third cylinder, so that an amount of the overlap of the opening of the valves 2, 3 is minimized.
  • the valve timing device further includes a rotation advance control means 20 to control an advance of the exhaust cam located on the exhaust cam shaft of according to the engine operating condition, a cylinder control means 40 to interrupt an operation of a first cylinder and a fourth cylinder the engine 1 at the engine partial loads, and a volume displacement pump 50 to supply oil in the form of step to said rotation advance control means 20 and said cylinder control means 40 according to the engine speeds.
  • a rotation advance control means 20 to control an advance of the exhaust cam located on the exhaust cam shaft of according to the engine operating condition
  • a cylinder control means 40 to interrupt an operation of a first cylinder and a fourth cylinder the engine 1 at the engine partial loads
  • a volume displacement pump 50 to supply oil in the form of step to said rotation advance control means 20 and said cylinder control means 40 according to the engine speeds.
  • the cam selectively operating means 10 comprises the low speeds cams 11, 12 and the high speeds cams 13, 14 having the intake-cam 4 and the exhaust cam 5, an exhaust lifter 16 engaging with the exhaust cam 5, and an intake lifter 15 engaging with the intake cam 4, so that phase and amount of strokes of the valves 2, 3 are controlled.
  • the low speeds cams 11, 12 are so constructed that an amount of overlap of open periods of two intake valves 2 and one of the exhaust valves 3 is minimized.
  • Fig. 4 (A) and (B) which illustrate relation of strokes of two intake valves 2 and one of two exhaust valves 3 at the engine starting performance and the engine low speeds.
  • the high speeds cams 13, 14 are formed between two low speeds cams 11, 12 to provide a constant overlap of open periods of two intake valves 2 and two exhaust valves 3 at the engine high speeds.
  • the relation of these valves 2, 3 are illustrated in Fig. 4 (C) and (D).
  • the intake lifter 15 and the exhaust lifter 16 are disposed in a hole formed on a cylinder head (refer to Fig. 2).
  • the lifters 15, 16 have oil pressure chambers 15c, 16c into which oil pressure is not fed or a constant volume of oil is fed from a volume displacement pump 50 at the engine starting and engine low speeds, and U-shape pins P1, P2, P3 which receive biasing forces of springs 15S, 16S. When the pins P1, P2, P3 are moved rightward (Fig.
  • the pin P2 is placed in the holes 15H, 16H and sliders 15D, 16D engaging the high speeds cams 13, 14 are moved downward so that the high speeds cams 13, 14 are sunk in the lifters 15, 16 and only the low speeds cams 11, 12 are in slide contact with upper surfaces 15U, 16U of the lifters.
  • the lifters 15, 16, two intake valves 2 and one the exhaust valves 3 are driven by profiles of the low speeds cams 11, 12.
  • the high oil pressure is supplied into the pressure chambers 15C, 16C from the volume displacement pump 50 at the engine high speeds. Since the U-shape pins P1, P2, P3 are moved rightward (Fig. 2(B)) against the biasing force of the spring 15S and the slider 15D is not moved downward, the lifters 15, 16, two intake valves 2 and one of the exhaust valves 3 are driven according to profiles of the high speeds cams 13, 14 (Fig. 3).
  • the rotation advance control means 20 (see Fig. 5) is connected through a gear 32 to one end of the exhaust cam shaft 7.
  • the intake cam shaft 6 is provided at one end with a pulley 6P and at the other end with a rotating transmitting means 30 having a scissors gear 31.
  • the rotation advance means 20 (Fig. 6) has a chamber 20C into which high oil pressure is supplied through a passage 20P from the volume displacement pump 50 at the engine high speeds.
  • a cylindrical piston 20P is moved leftward against a biasing force of a spring 20S and the volume of the chamber 20C is expanded to a maximum extent.
  • the advance of the piston 20P allows to make a relative rotation between the piston 20P and the input gear 7S by means of helical splines 20H, 20I and between the piston 20P and a case 20L by means of helical splines 20J, 20K.
  • the rotation advance of the exhaust cam shaft 7 with respect to rotation of the input gear 32 is advanced in the maximum range as shown by a dotted line and a timing for opening or closing each valve is advanced.
  • the cylinder control means 40 includes an intake lifter 41 and an exhaust lifter 42 engaging with the intake cam 4 and the exhaust cam 5 corresponding to the first and fourth cylinders of the engine 1 having the high speeds cams 13, 14 as shown in Figs. 7 - 10.
  • the intake lifter 41 and the exhaust lifter 42 are disposed in a hole formed on the cylinder head (refer to Fig. 8).
  • the lifters 41, 42 have oil chamber 41C, 42C into which oil pressure is not fed or a constant-volume of oil is fed from the pump 50 at the engine starting or the engine low speeds, and U-shape pins R1, R2, R3 which receive biasing force of the springs 41S, 42S.
  • the high oil pressure from the volume displacement pump 50 is supplied into the chambers 41C, 42C and U-shape pins R1, R2, R3 are moved rightward (Fig. 8(B)) against biasing force of the springs 41S, 42S, so that the sliders 41D, 42D are not moved downward.
  • cams 13, 14 the lifters 41, 42 is reciprocated to drive two intake valves 2 and one of the exhaust valves 3.
  • the volume displacement pump 50 is of gear pump or vane pump and connected to the lifters 15, 16 of the cam selectively operating means 10 and the cylinder control means 40 as shown in Figs. 7, 9, 11 and 12.
  • oil flow is increased in response to increase in the number of rotation of the engine in the range from 0 to NE1
  • a constant low oil flow is kept in the range from NE1 to NE2.
  • Oil circuit 51 as shown in Fig. 11 is used to control cylinders of the engine 1.
  • Oil pressure control valves 52 - 53 are controlled by ECU inputting factors of engine speeds (for example 4000 rpm), boost pressure, throttle opening (20%), crank position, cam position and oil pressure.
  • the valve timing control means allows to supply a low oil flow or low pressure oil in the chambers 15C, 16C of the intake lifter 15 and the exhaust lifter 16 at the engine cold and the engine low speeds so that the pin 2 is moved in the hole 15H and the high speed cams 13, 14 are sunk in the lifters 15, 16.
  • the low speeds cams 11, 12 are in engagement with the top surface 15U of the lifters 15, 16, and the intake valve 2 and the exhaust valve 3 are driven according to profiles of the low speed cams 11, 12 (Fig. 4(A)), to minimize the overlap of open periods of the valves.
  • the valve timing means allows to supply a high pressure oil from the volume displacement pump 50 into the pressure chambers 15C, 16C of the intake lifter 15 and the exhaust lifter 16 and the pins P1, P2, P3 are moved rightward (Fig. 8 (B)).
  • the U-shape pins P1, P2 are not aligned with the holes 15H, 16H and hence the sliders 15D, 16D are unable to move downward.
  • two intake valves 2 and the exhaust valves 3 of the second and third cylinders are driven according to profiles of the high speeds cams 13, 14 which are in contact with the sliders 15D, 16D to produce sufficient amount of overlap of open period of the valves 2, 3.
  • a high pressure oil of high flow rate from the pump 50 is supplied in the chambers 41C, 42C of the intake lifter 41 and the exhaust lifter 42 and the U-shape pins R1, R2 are moved rightward (Fig. 8(B)) against the biasing force of the springs 41S, 42S, so that, since the pins R1, R2 are not aligned with the holes 41H, 42H the sliders 41D, 42D engaging the high speeds cams 13, 14 are not moved downward, the high speeds cams 13, 14 are brought into contact with the sliders 41D, 42D.
  • two intake valves 2 and the exhaust valve 3 of the first and second cylinders according to profiles of the high speeds cams 13, 14 to produce sufficient amount of the overlap of open periods of the valves 2, 3.
  • the valve timing control means of the first embodiment is useful in making non-operative condition of the first and fourth cylinders by means of the cylinder control means 40 at the engine cold and the engine low speeds and minimizing an amount of the overlap of the cams of the second and third cylinders, so that a suction efficiency at the engine cold and the engine low speeds is increased and improvements of starting performence and fuel consumption are realized.
  • the valve timing control means of the first embodiment assists to make operative condition of the high speeds cams 12, 13 of the first and fourth cylinders by means of the cylinder control means 40 and to drive the second and third cylinders through the high speeds cams 12, 13 by means of the cam selectively operating means 10 at the engine high speeds.
  • a full overlap is produced and the decrease of HC and NOx is possible in the range of high speeds of the engine with a high output.
  • the valve timing control means of the first embodiment supplys oil flow on the basis of a flow pattern in the form of two steps from the volume displacement pump 50, and assists to prevent a lack of flow in the range of low speeds of the engine and over-flow in the range of high speeds of the engine.
  • gears 31, 32 are omitted from the first embodiment as shown in Figs. 13 and 14, and oil circuit for each cylinders of the engine 1 is modified as shown in Fig. 11.
  • the other components are the same as used in the first embodiment. This leads to cost-down of the first embodiment, but advantages of the first embodiment is kept in this case.
  • a valve timing control means of the second embodiment includes a rotation advance control means 20 as arranged to a position of the pulley 6P and a set of scissors gears 31, 32 as arranged around center portions of the intake cam shaft 6 and the exhaust cam shaft 7.
  • the other elements are the same as used in the first embodiment.
  • a valve timing control means includes a first rotation advance control means 21 connected to one end of the intake cam shaft 6 and a second rotation advance control means 22 connected to one end of the exhaust cam shaft 7, both the means 21, 22 are identical in structure to the means as used in the first embodiment.
  • the intake valve 2 and the exhaust valve 3 are simultaneously advanced as shown by a dotted line in Fig. 16 according to the engine condition.
  • the exhaust valve 3 with respect to the intake valve 2 is relatively advanced as shown by a chain line in Fig. 16 and the optimum advance angle and overlap are obtained with the advantages of the first embodiment.
  • the first and fourth cylinders of the engine are not operated under some engine conditions, but this is applied to the second and third cylinders and also to six-cylinders engine or eight cylinders engine.
  • two intake valve 2 and exhaust valve 3 are driven by the high speeds cam 13, 14 at the engine high speeds.
  • two intake valves 2 and one of the exhaust valves 3 can be driven by the low speeds cams 11, 12 and only the other exhaust valve 3 can be driven by the high speeds cam 14 at the engine high speeds to produce the preferred overlap.
  • a pump for supplying high pressure oil only to the rotation advance control means can be used independent of the lubricant oil pump.
  • Device for controlling a valve timing for an internal combustion engine includes a cam selectively operating mechanism for selecting and operating one of low speed cams and high speed cams which have different advances or phase angles and are located on an intake cam 4 and an exhaust cam 5, respectively for a second cylinder and a third cylinder while the engine is in a cold and a range of low speeds, a rotation advance control mechanism for controlling a rotation advance of an exhaust cam on a cam shaft 7 in response to engine speeds variation, a cylinder control mechanism for interrupting an operation of first and fourth cylinders corresonding to partial engine loads, and a volume displacement pump for supplying oil in the form of steps to the rotation advance control mechanism and the cylinder control mechanism according to the engine speeds.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP94113507A 1993-08-31 1994-08-30 Device for controlling a valve timing for an internal combustion engine Withdrawn EP0640749A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP24060193A JPH0771278A (ja) 1993-08-31 1993-08-31 エンジンのバルブタイミング制御装置
JP240601/93 1993-08-31

Publications (1)

Publication Number Publication Date
EP0640749A1 true EP0640749A1 (en) 1995-03-01

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP94113507A Withdrawn EP0640749A1 (en) 1993-08-31 1994-08-30 Device for controlling a valve timing for an internal combustion engine

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EP (1) EP0640749A1 (ja)
JP (1) JPH0771278A (ja)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0818609A3 (en) * 1996-07-11 1998-01-28 Aisin Seiki Kabushiki Kaisha Valve timing control devices
EP0915234A3 (en) * 1997-11-07 1999-07-07 Toyota Jidosha Kabushiki Kaisha Valve timing changing apparatus for internal combustion engine
EP0980965A3 (de) * 1998-08-17 2000-06-14 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Verfahren zum Betrieb einer Brennkraftmaschine mit zwei Zylindergruppen und Ventiltrieb einer Brennkraftmaschine mit zwei Zylindergruppen
WO2001042627A1 (en) * 1999-12-13 2001-06-14 Volvo Car Corporation Four-stroke internal combustion engine with variable cam timing
EP1162350A2 (en) * 2000-06-09 2001-12-12 Nissan Motor Co., Ltd. Variable valve timing device of internal combustion engine
US6397800B2 (en) * 2000-03-23 2002-06-04 Nissan Motor Co., Ltd. Valve control device of internal combustion engine
EP1464813A1 (de) * 2003-04-04 2004-10-06 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Verfahren zum Betrieb einer Brennkraftmaschine mit zwei Einlassventilen
WO2008012549A1 (en) * 2006-07-28 2008-01-31 Lotus Cars Limited A gasoline direct injection internal combustion engine
WO2008098991A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines hubkolben-verbrennungsmotors
CN102168615A (zh) * 2011-05-24 2011-08-31 奇瑞汽车股份有限公司 一种发动机的egr控制系统及其控制方法
WO2013083789A1 (de) * 2011-12-10 2013-06-13 Volkswagen Aktiengesellschaft Verstellbarer nockenwellenantrieb
DE112005001955B4 (de) * 2004-08-19 2020-03-05 Avl List Gmbh Brennkraftmaschine

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JPH09317520A (ja) * 1996-05-31 1997-12-09 Nissan Motor Co Ltd 過給機付内燃機関の吸気弁制御装置および制御方法
JP4702082B2 (ja) * 2006-02-10 2011-06-15 日産自動車株式会社 内燃機関の可変圧縮比機構
KR100947383B1 (ko) 2007-12-14 2010-03-15 현대자동차주식회사 가변 밸브 시스템
JP4798234B2 (ja) * 2009-03-04 2011-10-19 トヨタ自動車株式会社 可変動弁システム
WO2012103401A2 (en) 2011-01-27 2012-08-02 Scuderi Group, Llc Lost-motion variable valve actuation system with cam phaser
JP2014503752A (ja) 2011-01-27 2014-02-13 スクデリ グループ インコーポレイテッド バルブ不作動化付ロストモーション可変バルブ作動システム
WO2013101282A2 (en) * 2011-04-13 2013-07-04 Borgwarner Inc. Cylinder deactivation by negative valve overlap
JP5408514B2 (ja) * 2013-03-08 2014-02-05 株式会社デンソー 内燃機関の可変バルブタイミング制御装置

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US5031583A (en) * 1987-06-23 1991-07-16 Robert Bosch Gmbh Valve operating device for internal combustion engine
US5103780A (en) * 1989-05-11 1992-04-14 Nissan Motor Company, Limited Valve timing control system for internal combustion engine
US5159905A (en) * 1990-10-03 1992-11-03 Nissan Motor Co., Ltd. Variable cam engine
US5181485A (en) * 1990-03-29 1993-01-26 Mazda Motor Corporation Valve driving mechanism for double overhead camshaft engine
EP0583583A2 (en) * 1992-07-16 1994-02-23 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Internal combustion engine for vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5031583A (en) * 1987-06-23 1991-07-16 Robert Bosch Gmbh Valve operating device for internal combustion engine
US5103780A (en) * 1989-05-11 1992-04-14 Nissan Motor Company, Limited Valve timing control system for internal combustion engine
US5181485A (en) * 1990-03-29 1993-01-26 Mazda Motor Corporation Valve driving mechanism for double overhead camshaft engine
US5159905A (en) * 1990-10-03 1992-11-03 Nissan Motor Co., Ltd. Variable cam engine
EP0583583A2 (en) * 1992-07-16 1994-02-23 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Internal combustion engine for vehicle

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0818609A3 (en) * 1996-07-11 1998-01-28 Aisin Seiki Kabushiki Kaisha Valve timing control devices
EP0915234A3 (en) * 1997-11-07 1999-07-07 Toyota Jidosha Kabushiki Kaisha Valve timing changing apparatus for internal combustion engine
US6135077A (en) * 1997-11-07 2000-10-24 Toyota Jidosha Kabushiki Kaisha Valve timing changing apparatus for internal combustion engine
EP0980965A3 (de) * 1998-08-17 2000-06-14 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Verfahren zum Betrieb einer Brennkraftmaschine mit zwei Zylindergruppen und Ventiltrieb einer Brennkraftmaschine mit zwei Zylindergruppen
US6332445B1 (en) 1998-08-17 2001-12-25 Dr. Ing. H.C.F. Porsche Ag Method for operating and valve drive for a multicylinder internal combustion engine
WO2001042627A1 (en) * 1999-12-13 2001-06-14 Volvo Car Corporation Four-stroke internal combustion engine with variable cam timing
US6397800B2 (en) * 2000-03-23 2002-06-04 Nissan Motor Co., Ltd. Valve control device of internal combustion engine
EP1162350A2 (en) * 2000-06-09 2001-12-12 Nissan Motor Co., Ltd. Variable valve timing device of internal combustion engine
EP1162350A3 (en) * 2000-06-09 2002-09-11 Nissan Motor Co., Ltd. Variable valve timing device of internal combustion engine
US6598569B2 (en) 2000-06-09 2003-07-29 Nissan Motor Co., Ltd. Variable valve timing device of internal combustion engine
EP1464813A1 (de) * 2003-04-04 2004-10-06 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Verfahren zum Betrieb einer Brennkraftmaschine mit zwei Einlassventilen
DE112005001955B4 (de) * 2004-08-19 2020-03-05 Avl List Gmbh Brennkraftmaschine
WO2008012549A1 (en) * 2006-07-28 2008-01-31 Lotus Cars Limited A gasoline direct injection internal combustion engine
WO2008098991A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines hubkolben-verbrennungsmotors
US9080472B2 (en) 2007-02-16 2015-07-14 Mahle International Gmbh Valve train of a reciprocating piston combustion engine
CN102168615A (zh) * 2011-05-24 2011-08-31 奇瑞汽车股份有限公司 一种发动机的egr控制系统及其控制方法
CN102168615B (zh) * 2011-05-24 2013-07-17 奇瑞汽车股份有限公司 一种发动机的egr控制系统的控制方法
WO2013083789A1 (de) * 2011-12-10 2013-06-13 Volkswagen Aktiengesellschaft Verstellbarer nockenwellenantrieb
US20140283773A1 (en) * 2011-12-10 2014-09-25 Volkswagen Aktiengesellschaft Adjustable camshaft drive
US9316127B2 (en) 2011-12-10 2016-04-19 Volkswagen Aktiengesellschaft Adjustable camshaft drive

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