EP1087109B1 - Valve drive for internal combustion engine - Google Patents

Valve drive for internal combustion engine Download PDF

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Publication number
EP1087109B1
EP1087109B1 EP00120615A EP00120615A EP1087109B1 EP 1087109 B1 EP1087109 B1 EP 1087109B1 EP 00120615 A EP00120615 A EP 00120615A EP 00120615 A EP00120615 A EP 00120615A EP 1087109 B1 EP1087109 B1 EP 1087109B1
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EP
European Patent Office
Prior art keywords
valve
plunger
main
valve drive
throttle bore
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.)
Expired - Lifetime
Application number
EP00120615A
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German (de)
French (fr)
Other versions
EP1087109A3 (en
EP1087109A2 (en
Inventor
Diethard Plohberger
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.)
Innio Jenbacher GmbH and Co OG
Original Assignee
GE Jenbacher GmbH and Co OHG
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 GE Jenbacher GmbH and Co OHG filed Critical GE Jenbacher GmbH and Co OHG
Priority to AT00120615T priority Critical patent/ATE249574T1/en
Publication of EP1087109A2 publication Critical patent/EP1087109A2/en
Publication of EP1087109A3 publication Critical patent/EP1087109A3/en
Application granted granted Critical
Publication of EP1087109B1 publication Critical patent/EP1087109B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic

Definitions

  • the present invention relates to a valve drive for a valve of an internal combustion engine, wherein the valve is connected to a arranged in a cylinder chamber main piston which is acted upon to open the valve with inflowing into the cylinder chamber pressure fluid and wherein a closing spring is provided, which the valve in the closing direction applied.
  • the object of the invention is therefore to provide a valve drive which is easier to manufacture and substantially independent of the state of wear of the valve.
  • a movable relative to the main piston piston is arranged, which is provided with a throttle bore of the intermediate piston divides the cylinder space, so that a portion of the pressurized fluid must flow through the throttle bore therethrough.
  • a compression spring is arranged between the main piston and the intermediate piston. Due to the spring, which presses against the main and the intermediate piston, pressure fluid is sucked into the space when relaxing the spring.
  • the intermediate piston has a preferably pin-shaped stop on the side facing the pressure oil line.
  • the stopper is formed on the side facing the pressure oil pipe side of the intermediate piston, a cavity which ensures that the pressure oil regardless of the position of the throttle bore unhindered on the pressure oil line and can flow.
  • the size of the throttle bore is less than 10%, preferably about 5 to 7% of the diameter of the intermediate piston.
  • FIGS. 1 to 3 show a valve drive according to the invention in different positions during a cycle.
  • the valve train consists in a known manner of a poppet valve V with closing spring S and a hydraulic main piston HK. This causes supply of the cylinder space Z with pressurized oil through the cross-section D opening of the valve. When the oil pressure is released, the valve V closes and the oil is displaced from the cylinder space Z.
  • the advantage of the arrangement according to the invention is that the damping path .DELTA.s is independent of the distance s between the main piston HK and the intermediate piston ZK. The distance s changes over time with increasing valve wear. However, the damping path ⁇ s is only a function of time, the diameter d of the throttle bore B, the spring force of the spring F and the oil viscosity.
  • the throttle bore B can be made very accurate.
  • the leakage between the main piston HK and the intermediate piston ZK on the one hand and the cylinder housing G on the other hand can be completely avoided by conventional seals, so that there can be no tolerance-related deviations of the damping path between a number of valve drives of a motor.
  • the system is also self-regulating in that, with cold oil and / or high oil viscosity, the pitch increment ⁇ s is lower than with warm oil and / or low oil viscosity. In the former case, however, the closing speed of the valve V by the higher wall friction of the oil in the lines and the flow resistance through the throttle B is greater, so that a total of a smaller damping path ⁇ s is sufficient or desired.

Abstract

The actuator has an auxiliary piston (ZK) and a main piston (HK) held apart by a spring (F). Pressurised oil gains access through a restrictor bore (B) in the auxiliary valve to the main piston to open the valve. On the closing stroke the oil is rapidly ejected through the feed pipe (L) until a stop (A) on the auxiliary valve reaches the cylinder and the main cylinder continues to move over the distance (As) forcing the oil at a slower rate through the restrictor

Description

Die vorliegende Erfindung betrifft einen Ventilantrieb für ein Ventil eines Verbrennungsmotors, wobei das Ventil mit einem in einem Zylinderraum angeordneten Hauptkolben verbunden ist, der zum Öffnen des Ventils mit in den Zylinderraum einströmendem Druckfluid beaufschlagbar ist und wobei eine Schließfeder vorgesehen ist, die das Ventil in Schließrichtung beaufschlagt.The present invention relates to a valve drive for a valve of an internal combustion engine, wherein the valve is connected to a arranged in a cylinder chamber main piston which is acted upon to open the valve with inflowing into the cylinder chamber pressure fluid and wherein a closing spring is provided, which the valve in the closing direction applied.

Bei hydraulischen Ventilantrieben ist es günstig, die Schließbewegung des Ventils vor dem Aufsetzen des Ventiltellers derart zu bremsen, daß die Aufsetzgeschwindigkeit des Ventils auf seinem Sitz nicht zu hoch wird. In diesem Fall würde übermäßiger Ventilverschleiß auftreten. Bei den bekannten Einrichtungen (siehe z.B. CH 243 908 A (SCHWEIZERISCHE LOKOMOTIV), 15 Aug. 1946) taucht kurz vor Erreichen der Schließstellung des Ventils ein Kolben in einen Zylinder mit definiertem, kleinem Durchmesserunterschied ein. Durch den engen Spalt zwischen Kolben und Zylinder fließt Öl mit großer Geschwindigkeit und Druckdifferenz aus dem Zylinder durch den engen Spalt, wodurch die Aufsetzbewegung des Ventils gedämpft wird. Dieses Prinzip wird im übrigen auch bei allen Arten von hydraulischen Stoßdämpfern als Endanschlagdämpfung eingesetzt.In hydraulic valve actuators, it is beneficial to brake the closing movement of the valve before placing the valve disc so that the Aufsetzgeschwindigkeit the valve is not too high on his seat. In this case, excessive valve wear would occur. In the known devices (see, for example, CH 243 908 A (SWISS LOCOMOTIVE), Aug. 15, 1946) shortly before reaching the closed position of the valve, a piston enters a cylinder with a defined, small diameter difference. Due to the narrow gap between piston and cylinder, oil flows at high speed and pressure difference from the cylinder through the narrow gap, whereby the Aufsetzbewegung the valve is damped. Incidentally, this principle is also used in all types of hydraulic shock absorbers as end stop damping.

Der Nachteil dieser Anordnung liegt darin, daß aus Gründen der Fertigungstoleranz ein relativ großer Prozentsatz des Ventilhubes für den Dämpfungsvorgang verwendet werden muß, um ausreichende Dämpfung zu bekommen. Weiterhin hängt die Stärke der Dämpfung und damit die Aufsetzgeschwindigkeit des Ventils auf seinem Sitz in hohem Maß von der Durchmessertoleranz des Dämpferkolbens und -zylinders und damit vom Spaltquerschnitt ab. Weiterhin muß der Dämpferweg so groß ausgelegt werden, daß sowohl im Neuzustand als auch bei verschlissenem Ventil und Ventilsitz ausreichende Dämpfung erzielt wird. Der Unterschied im Dämpferweg zwischen neuem und verschlissenem Ventil/Ventilsitz kann jedoch bei Großmotoren durchaus bis zu 5 mm betragen. Durch die Notwendigkeit einer Überdimensionierung des Dämpferweges entstehen mit zunehmendem Ventilverschleiß zunehmende Energieverluste durch zu starke Dämpfung. Weiters wird die Ventilbewegung in Sitznähe zunehmend langsamer, sodaß es zu einer unerwünschten Veränderung des Ventilschließzeitpunktes kommen kann.The disadvantage of this arrangement is that for reasons of manufacturing tolerance, a relatively large percentage of the valve lift must be used for the damping process to get sufficient damping. Furthermore, the strength of the damping and thus the Aufsetzgeschwindigkeit the valve depends on its seat to a large extent on the diameter tolerance of the damper piston and cylinder and thus from the gap cross-section. Furthermore, the damper path must be designed so large that sufficient damping is achieved both when new and when worn valve and valve seat. However, the difference in damper travel between new and worn valve / valve seat can be up to 5 mm for large engines. Due to the necessity of overdimensioning the damper path, increasing energy losses due to excessive damping occur as the valve wear increases. Furthermore, the valve movement in the vicinity of the seat becomes progressively slower, so that an undesirable change in the valve closing time can occur.

Aufgabe der Erfindung ist es daher einen Ventilantrieb zu schaffen, der einfacher herstellbar und vom Verschleißzustand des Ventils im wesentlichen unabhängig ist.The object of the invention is therefore to provide a valve drive which is easier to manufacture and substantially independent of the state of wear of the valve.

Dies wird erfindungsgemäß dadurch erreicht, daß eine Drossel vorgesehen ist, über die ein Teil des Druckfluids während der Schließbewegung des Ventils gedrosselt aus dem Zylinderraum abfließtThis is inventively achieved in that a throttle is provided, via which a portion of the pressurized fluid during the closing movement of the valve throttles flows out of the cylinder chamber

Durch die Drossel wird die Geschwindigkeit des sich dem Ventilsitz nähernden Ventils derart reduziert, daß es "sanft" aufsetzt.By the throttle, the speed of the valve seat approaching valve is reduced so that it "gently" touches down.

Konstruktiv besonders einfach ist es, wenn im Zylinderraum auf der vom Ventil abgewandten Seite des Hauptkolbens ein relativ zum Hauptkolben bewegbarer Zwischenkolben angeordnet ist, der mit einer Drosselbohrung versehen ist Der Zwischenkolben unterteilt den Zylinderraum, sodaß ein Teil des Druckfluids durch die Drosselbohrung hindurch abfließen muß.It is structurally particularly simple if in the cylinder chamber on the side facing away from the valve side of the main piston, a movable relative to the main piston piston is arranged, which is provided with a throttle bore of the intermediate piston divides the cylinder space, so that a portion of the pressurized fluid must flow through the throttle bore therethrough.

Um den Zylinderraum zwischen dem Hauptkolben und dem Zwischenkolben bei jedem Zyklus mit einer für die Dämpfung ausreichenden Menge an Druckfluid zu füllen, ist vorzugsweise vorgesehen, daß zwischen dem Hauptkolben und dem Zwischenkolben eine Druckfeder angeordnet ist. Aufgrund der Feder, die gegen den Haupt- und den Zwischenkolben drückt, wird beim Entspannen der Feder Druckfluid in den Zwischenraum gesaugt.In order to fill the cylinder space between the main piston and the intermediate piston at each cycle with sufficient for the damping amount of pressurized fluid, it is preferably provided that a compression spring is arranged between the main piston and the intermediate piston. Due to the spring, which presses against the main and the intermediate piston, pressure fluid is sucked into the space when relaxing the spring.

Günstig ist es, wenn der Zwischenkolben auf der der Druckölleitung zugewandten Seite einen vorzugsweise zapfenförmigen Anschlag aufweist. Durch den Anschlag bildet sich auf der der Druckölleitung zugewandten Seite des Zwischenkolbens ein Hohlraum, der sicherstellt, daß das Drucköl unabhängig von der Lage der Drosselbohrung ungehindert über die Druckölleitung zu- und abfließen kann.It is advantageous if the intermediate piston has a preferably pin-shaped stop on the side facing the pressure oil line. By the stopper is formed on the side facing the pressure oil pipe side of the intermediate piston, a cavity which ensures that the pressure oil regardless of the position of the throttle bore unhindered on the pressure oil line and can flow.

Wesentlichen Einfluß auf die Dämpfung hat die Größe der Drosselbohrung. Bewährt hat es sich, wenn der Durchmesser der Drosselbohrung weniger als 10 %, vorzugsweise etwa 5 bis 7 % des Durchmessers des Zwischenkolbens beträgt.Significant influence on the damping has the size of the throttle bore. It has proven useful if the diameter of the throttle bore is less than 10%, preferably about 5 to 7% of the diameter of the intermediate piston.

Weitere Merkmale und Einzelheiten der vorliegenden Erfindung ergeben sich aus der nachfolgenden Beschreibung der Fig. 1 bis 3, die einen erfindungsgemäßen Ventilantrieb in unterschiedlichen Positionen während eines Zyklus zeigen.Further features and details of the present invention will become apparent from the following description of FIGS. 1 to 3, which show a valve drive according to the invention in different positions during a cycle.

Der Ventiltrieb besteht in bekannter Art und Weise aus einem Tellerventil V mit Schließfeder S und einem hydraulischen Hauptkolben HK. Dieser bewirkt bei Versorgung des Zylinderraumes Z mit Drucköl durch den Querschnitt D ein Öffnen des Ventils. Wenn der Öldruck abgesteuert wird, schließt das Ventil V und das Öl wird aus dem Zylinderraum Z verdrängt.The valve train consists in a known manner of a poppet valve V with closing spring S and a hydraulic main piston HK. This causes supply of the cylinder space Z with pressurized oil through the cross-section D opening of the valve. When the oil pressure is released, the valve V closes and the oil is displaced from the cylinder space Z.

Funktionsbeschreibung der Aufschlagdämpfung:

  • Fig. 1: Beim Öffnen des Ventils wirkt der Öldruck auf den Zwischenkolben ZK. Zwischen dem Zwischenkolben ZK und dem Hauptkolben HK befindet sich ebenfalls Öl, das den Druck auf den Hauptkolben HK überträgt. Durch die Feder F und die Drosselbohrung B im Zwischenkolben ZK vergrößert sich der Abstand zwischen Zwischenkolben ZK und Hauptkolben HK während des Öffnungshubes des Ventils V um den Differenzweg Δs. Die Feder F drückt dabei den Zwischenkolben ZK und den Hauptkolben HK auseinander, wobei Öl durch die Drosselbohrung B in Richtung Federraum der Feder F fließt.
  • Fig. 2: Beim Schließen des Ventils V beträgt zu einem bestimmten Zeitpunkt der restliche Öffnungshub des Ventils Δs. Ab diesem Zeitpunkt liegt der Zwischenkolben ZK mit seinem zapfenförmigen Anschlag A am Zylindergehäuse G an. Damit das Ventil V vollständig schließen kann, muß nunmehr der Abstand zwischen Hauptkolben HK und Zwischenkolben ZK von s+Δs auf ursprünglich s verringert werden. Dies geschieht dadurch, daß die Feder F zusammengedrückt wird und das Öl aus dem Raum zwischen dem Hauptkolben HK und dem Zwischenkolben ZK durch die Drosselbohrung B entweicht. Die Beschaffenheit der Drosselbohrung B bestimmt daher die Aufsetzgeschwindigkeit des Ventils auf seinem Sitz VS. Die Feder F hat dabei nur einen geringen Einfluß, da sie im Vergleich zur Schließfeder S des Ventils V schwach ist.
  • Fig. 3: Zeigt den Endzustand und gleichzeitig den Ausgangszustand des Ventilhubes.
Function description of the impact damping:
  • Fig. 1: When opening the valve, the oil pressure acts on the intermediate piston ZK. There is also oil between the intermediate piston ZK and the main piston HK, which transfers the pressure to the main piston HK. By the spring F and the throttle bore B in the intermediate piston ZK, the distance between the intermediate piston ZK and the main piston HK during the opening stroke of the valve V increases by the differential distance Δs. The spring F presses apart the intermediate piston ZK and the main piston HK, wherein oil flows through the throttle bore B in the direction of spring space of the spring F.
  • Fig. 2: When closing the valve V is at a certain time of the remaining opening stroke of the valve .DELTA.s. From this point on, the intermediate piston ZK abuts with its pin-shaped stopper A on the cylinder housing G. So that the valve V can close completely, now the distance between the main piston HK and intermediate piston ZK must be reduced from s + Δs to original s. This happens because the spring F is compressed and the oil escapes from the space between the main piston HK and the intermediate piston ZK through the throttle bore B. The nature of the throttle bore B therefore determines the seating speed of the valve on its seat VS. The spring F has only a small influence, since it is weak compared to the closing spring S of the valve V.
  • Fig. 3: Shows the final state and at the same time the initial state of the valve.

Der Vorteil der erfindungsgemäßen Anordnung liegt darin, daß der Dämpfungsweg Δs unabhängig vom Abstand s zwischen dem Hauptkolben HK und dem Zwischenkolben ZK ist. Der Abstand s ändert sich im Lauf der Zeit mit zunehmendem Ventilverschleiß. Der Dämpfungsweg Δs ist jedoch nur eine Funktion der Zeit, des Durchmessers d der Drosselbohrung B, der Federkraft der Feder F und der Ölviskosität.The advantage of the arrangement according to the invention is that the damping path .DELTA.s is independent of the distance s between the main piston HK and the intermediate piston ZK. The distance s changes over time with increasing valve wear. However, the damping path Δs is only a function of time, the diameter d of the throttle bore B, the spring force of the spring F and the oil viscosity.

Die Drosselbohrung B kann sehr genau hergestellt werden. Die Leckage zwischen dem Hauptkolben HK und dem Zwischenkolben ZK einerseits und dem Zylindergehäuse G andererseits kann durch übliche Dichtungen völlig vermieden werden, sodaß es insgesamt keine toleranzbedingten Abweichungen des Dämpfungsweges zwischen einer Anzahl von Ventilantrieben eines Motors geben kann.The throttle bore B can be made very accurate. The leakage between the main piston HK and the intermediate piston ZK on the one hand and the cylinder housing G on the other hand can be completely avoided by conventional seals, so that there can be no tolerance-related deviations of the damping path between a number of valve drives of a motor.

Das System ist weiterhin insofern selbstregulierend, als bei kaltem Öl und/oder großer Ölviskosität der Abstandszuwachs Δs geringer ausfällt als bei warmem Öl und/oder kleiner Ölviskosität. Im ersteren Fall ist jedoch auch die Schließgeschwindigkeit des Ventils V durch die höhere Wandreibung des Öls in den Leitungen sowie der Durchflußwiderstand durch die Drossel B größer, sodaß insgesamt ein kleinerer Dämpfungsweg Δs ausreicht bzw. erwünscht ist.The system is also self-regulating in that, with cold oil and / or high oil viscosity, the pitch increment Δs is lower than with warm oil and / or low oil viscosity. In the former case, however, the closing speed of the valve V by the higher wall friction of the oil in the lines and the flow resistance through the throttle B is greater, so that a total of a smaller damping path Δs is sufficient or desired.

Als Alternative zum beschriebenen Ausführungsbeispiel ist es vorstellbar, die Drosselwirkung durch sehr schnell arbeitende Mehrwegventile zu erreichen.As an alternative to the described embodiment, it is conceivable to achieve the throttle effect by very fast-acting multi-way valves.

Claims (7)

  1. A valve drive for a valve (V) of an internal combustion engine, wherein the valve (V) is connected to a main plunger (HK) which is arranged in a cylinder chamber (Z) and which for opening of the valve (V) can be subjected to the action of pressure fluid flowing into the cylinder chamber (Z) and wherein there is provided a closing spring (S) which acts on the valve (V) in the closing direction, characterised in that arranged in the cylinder chamber (Z) on the side of the main plunger (HK) remote from the valve (V) is an intermediate plunger (ZK) which is movable relative to the main plunger (HK) and which is provided with at least one throttle bore (B), and that arranged between the main plunger (HK) and the intermediate plunger (ZK) is a compression spring (F) which urges the main plunger (HK) and the intermediate plunger (ZK) away from each other by an amount (AS) during the opening stroke movement of the valve, wherein pressure fluid flows by way of the throttle bore or bores (B) into the chamber between the main plunger (HK) and the intermediate plunger (ZK) and that the main plunger (HK) and the intermediate plunger (ZK) are pressed together at the end of the closing movement of the valve, wherein a part of the pressure fluid flows throttled by way of the throttle bore or bores out of the chamber between the main plunger (HK) and the intermediate plunger (ZK).
  2. A valve drive according to claim 1 characterised in that on the side towards the pressure oil line (L) the intermediate plunger (ZK) has a preferably pin-shaped abutment (A).
  3. A valve drive according to claim 1 or claim 2 characterised in that the diameter (d) of the throttle bore (B) is less than 10 percent of the diameter of the intermediate plunger (ZK).
  4. A valve drive according to one of claims 1 to 3 characterised in that the diameter (d) of the throttle bore (B) is about 5 to 7 percent of the diameter of the intermediate plunger (ZK).
  5. A valve drive according to one of claims 1 to 4 characterised in that the main plunger (HK) and the intermediate plunger (ZK) are of the same diameter and are guided movably jointly in the same cylinder.
  6. A valve drive according to one of claims 1 to 5 characterised in that on the side remote from the valve the main plunger (HK) is subjected to pressure force only by the compression spring (F) and the pressure fluid in the intermediate chamber between the main plunger (HK) and the intermediate plunger (ZK).
  7. A valve drive according to one of claims 1 to 6 characterised in that the intermediate chamber between the main plunger (HK) and the intermediate plunger (ZK) is in fluid communication only by way of the throttle bore or bores in the intermediate plunger with a pressure oil line (6) which periodically feeds and discharges pressure fluid for opening and closing of the valve.
EP00120615A 1999-09-22 2000-09-21 Valve drive for internal combustion engine Expired - Lifetime EP1087109B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT00120615T ATE249574T1 (en) 1999-09-22 2000-09-21 VALVE DRIVE FOR A VALVE OF AN INTERNAL COMBUSTION ENGINE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0161799A AT410696B (en) 1999-09-22 1999-09-22 VALVE DRIVE FOR A VALVE OF A COMBUSTION ENGINE
AT161799 1999-09-22

Publications (3)

Publication Number Publication Date
EP1087109A2 EP1087109A2 (en) 2001-03-28
EP1087109A3 EP1087109A3 (en) 2002-08-14
EP1087109B1 true EP1087109B1 (en) 2003-09-10

Family

ID=3517296

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00120615A Expired - Lifetime EP1087109B1 (en) 1999-09-22 2000-09-21 Valve drive for internal combustion engine

Country Status (5)

Country Link
US (1) US6382147B1 (en)
EP (1) EP1087109B1 (en)
AT (2) AT410696B (en)
DE (1) DE50003618D1 (en)
ES (1) ES2203385T3 (en)

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US6584885B2 (en) 2001-06-12 2003-07-01 Visteon Global Technologies, Inc. Variable lift actuator
DE10147299A1 (en) * 2001-09-26 2003-04-24 Bosch Gmbh Robert Device for controlling an opening cross section in a combustion cylinder of an internal combustion engine
JP2004084670A (en) * 2002-08-28 2004-03-18 Man B & W Diesel As Valve operated with hydraulic pressure
DE102004018359B4 (en) * 2003-04-12 2013-12-24 Mahle Ventiltrieb Gmbh Hydraulic actuator of particular gas exchange valves of an internal combustion engine
FR2878559B1 (en) * 2004-11-30 2009-07-03 Renault Sas DEVICE FOR ACTUATING THE VALVES OF A THERMAL MOTOR WITHOUT CAMSHAFT AND TWO-PART VALVE PISTON
SE531535C2 (en) * 2006-02-14 2009-05-12 Cargine Engineering Ab Method for braking an actuator piston, as well as a pneumatic actuator
DE102006012067B4 (en) * 2006-03-16 2016-03-24 Volkswagen Ag Hydraulic valve actuating device for a gas exchange valve
DE102008054014A1 (en) * 2008-10-30 2010-05-06 Man Nutzfahrzeuge Aktiengesellschaft Gas exchange valve for internal combustion engines
US8578897B2 (en) 2011-04-12 2013-11-12 Ford Global Technologies, Llc Valve system
KR101251522B1 (en) * 2011-05-04 2013-04-05 현대자동차주식회사 Hydraulic valve apparatus
ITBO20130057A1 (en) * 2013-02-13 2014-08-14 Gnutti Spa Trafilierie PUNTER WITH HYDRAULIC COMPENSATOR SYSTEM OF THE GAME USED IN A CINEMATISM, IN PARTICULAR IN THE KINEMATIC CHAIN OF CONNECTION BETWEEN A CAMSHAFT AND A VALVE IN AN ENDOTHERMAL ENGINE.
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Also Published As

Publication number Publication date
ES2203385T3 (en) 2004-04-16
ATA161799A (en) 2002-11-15
ATE249574T1 (en) 2003-09-15
EP1087109A3 (en) 2002-08-14
US6382147B1 (en) 2002-05-07
EP1087109A2 (en) 2001-03-28
DE50003618D1 (en) 2003-10-16
AT410696B (en) 2003-06-25

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