EP1853797B1 - Commande mecanique variable de soupapes d'un moteur a combustion interne - Google Patents
Commande mecanique variable de soupapes d'un moteur a combustion interne Download PDFInfo
- Publication number
- EP1853797B1 EP1853797B1 EP06723176A EP06723176A EP1853797B1 EP 1853797 B1 EP1853797 B1 EP 1853797B1 EP 06723176 A EP06723176 A EP 06723176A EP 06723176 A EP06723176 A EP 06723176A EP 1853797 B1 EP1853797 B1 EP 1853797B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- camshaft
- variable mechanical
- control according
- mechanical valve
- 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.)
- Not-in-force
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 18
- 230000005540 biological transmission Effects 0.000 claims abstract description 16
- 208000006011 Stroke Diseases 0.000 claims description 27
- 230000001419 dependent effect Effects 0.000 description 3
- RDYMFSUJUZBWLH-UHFFFAOYSA-N endosulfan Chemical compound C12COS(=O)OCC2C2(Cl)C(Cl)=C(Cl)C1(Cl)C2(Cl)Cl RDYMFSUJUZBWLH-UHFFFAOYSA-N 0.000 description 3
- 230000010363 phase shift Effects 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Images
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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
-
- 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
-
- 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
- F01L1/146—Push-rods
-
- 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
- F01L1/18—Rocking arms or levers
-
- 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
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- 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
- F01L13/0021—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 by modification of rocker arm ratio
- F01L13/0026—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 by modification of rocker arm ratio by means of an eccentric
-
- 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
- F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
- F01L2013/0068—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2101—Cams
- Y10T74/2107—Follower
Definitions
- the invention relates to a variable mechanical valve control of an internal combustion engine for regulating the control time, opening time and / or the stroke of gas exchange valves, intake and exhaust valves and the control of fuel valves of an internal combustion engine, in particular of engines with rocker arm drives.
- DE 103 14 683 A1 is a variable valve lift control for a internal combustion engine with a bottom camshaft known in which the valve lift of one or more intake and / or exhaust valves load and can be adjusted speed-dependent, so that simultaneously with the valve lift and the opening time of the valves is adjusted.
- valve trains for controlling the intake and exhaust timing of gas exchange valves and the Kraftstoffansaug horrung an internal combustion engine are known.
- a lot of effort must be made to keep the valve clearance to a certain extent constant.
- numerous variable valve trains are known, which can adjust both the valve lift and the opening time of the valve almost infinitely.
- variable valve trains use at least one variably adjustable transmission member to transmit the cam lift via this transmission member to a valve actuator which generates the valve lift. All of these systems are able to produce a high variability of the valve lift. However, most of these valve trains are designed for overhead camshafts.
- a control time shift or phase shift of the maximum valve lift is not provided in these systems. In the known systems listed here, both the valve lift, the valve opening time and the control time or the phase position of the maximum lift can not be changed, although the systems listed can meet individual requirements placed on a mechanically variable valve train. However, there is no system that can adjust both the opening time and the stroke, as well as the spread of the valves. Moreover, these systems do not provide that for an engine with only one camshaft, the valve lift parameters for the intake and exhaust valves can be adjusted separately.
- the object of the present invention is to provide a valve train for an internal combustion engine with preferably rocker arms with fully variable valve lift and variable opening and closing time, with a compact transmission gear between control shaft and inlet and outlet valves is obtained, the number of components required of the transmission gear can be reduced and in addition a mechanical fully variable valve train is obtained with an extended variability of the valve train, especially for engines with rocker arm drives.
- an intermediate lever is connected via an axis with a control shaft roller so that a rotatably mounted on the axis crank roller is moved via a camshaft pulley and driven over the axis by the camshaft in a backdrop , wherein a contact surface on the intermediate lever, preferably reinforced by a spring, is supported on a control shaft and a working cam moves a tilting or drag lever, via which the gas exchange valves are opened and / or closed.
- At least one of the cam or control shafts a phaser is mounted so that a phase shift between the rotating at the same speed camshaft and the control shaft is provided so that in the variable valve timing for different valve strokes either the valve opening timing or the valve closing timing for the different valve strokes equal is.
- the camshaft may have the same direction of rotation or an opposite direction of rotation to the control shaft.
- the levers which are mounted directly over the gas exchange valves, can be designed as a tilting or rocker arm.
- the path of the scenery can be formed by a circular arc around the center of a lever roller and / or a first region of the working curve by a circular arc around the center of the guide roller.
- the respective intermediate levers and levers disposed directly above the gas exchange valves may have different geometries for the valve actuation and be supported either on a common axle or on different axles.
- the lever provided on the gas exchange valves actuated simultaneously directly via a valve bridge two gas exchange valves.
- An advantageous embodiment is seen in that the contact surface of the intermediate lever for the control shaft is part of a rotatably mounted roller. For a low-friction operation of the transmission gear is given.
- valve shutdown of individual valves can be done until all valves of a cylinder.
- variable mechanical valve control in an internal combustion engine with rocker arms is seen in that depending on the Ventilhubvariation the phase position of the Ventilhubmaxima by a single adjusting element and by a permanent rotation of the control shaft, a predetermined change in the phase position and valve lifts the gas exchange valves. Furthermore, it is possible that, depending on the shift of the phase position of the two control shafts relative to the maximum deflection of the two control shafts, the valve opening times or the valve closing times are set differently, so that for example the valve opening times are the same for different valve strokes and the closing times change over the control shaft angle. For other designs of the internal combustion engine, it may be advantageous to keep the closing times of the valve strokes constant and to change the opening starts of the valve lift curves. For this purpose, the phase angle of the two control shafts to be changed by the adjusting element accordingly.
- the camshaft may have at least one secondary cam, via which each control shaft rotation a second opening and closing of the input and / or Exhaust valves done.
- This makes it possible in particular to control the residual gas control of engines advantageously via the variation of the secondary stroke.
- This advantage is particularly advantageous in internal combustion engines on which no second actuating system is provided for a Sekundarhub as a means for additional independent Ventilhubö réelle and closing per camshaft rotation, wherein the valve opening of the gas exchange valves is variable and dependent on the opening of a Primärhub by the second actuation system ,
- Fig. 1 shows an embodiment of a variable valve train, consisting of a camshaft 202, a camshaft roller 207, which rolls on a contour of the camshaft 202 and is deflected.
- the camshaft pulley 207 is rotatably supported in an intermediate lever 210.
- the intermediate lever 10 is supported via a link roller 204, a contact surface 209 and a lever roller 213.
- a control shaft 208 rotates at a speed of the camshaft 202 and the intermediate lever 210 is tilted relative to the pivot point of the guide roller 204.
- a tilting or rocking lever 215 is rotatably mounted in a fulcrum 214.
- a gas exchange valve 201 is actuated via the lever 215.
- the intermediate lever 210 rolls with the link roller 204 in a link 206 from.
- the intermediate lever 210 is supported by the contact surface 209 on the control shaft 208.
- the contact surface 209 may also be part of a rotatably mounted roller of the intermediate lever 110.
- the intermediate lever 210 tilts, so that the lever roller 213 rotatably mounted on the tilting or oscillating lever 215 runs on a working curve 211 of the intermediate lever 210.
- different portions of the working cam 211 come into contact with the lever roller 213.
- the lever roller 213 is in contact with the Nullhub Scheme the working curve 211, despite pivoting of the intermediate lever 210, no movement of the tilting or rocker arm 215 is generated and thus not the gas exchange valve 201 is actuated.
- the lever roller 213 is in contact with the stroke range of the working curve 211, the lever 215 and with it also the gas exchange valve 201 is actuated.
- a mechanical lash adjuster 216 or a hydraulic lash adjuster mechanism may be provided.
- a zero lift of a gas exchange valve 201 is adjustable and thus at least one gas exchange valve 201 per cylinder can be shut down.
- the camshaft 202 can furthermore have at least one secondary elevation 217 at the base circle diameter of the cam contour of the camshaft 202, via which a second opening and closing of the inlet and / or outlet valves can take place per camshaft revolution.
- a second actuation system for a Sekundarhub be provided, wherein the valve opening of the gas exchange valves 201 is variable and independent of the opening of a primary stroke by the second actuation system.
- the intermediate lever 210 or the tilting or rocking lever 215 may be provided for fine adjustment to the lever roller point 212 and the fulcrum 214 of the axis 205 and the slide 206.
- the geometries of the valvetrain actuation of the intermediate levers 210, the tilting or rocking lever 215, the cam contours of the camshaft 202 or the eccentric on the control shaft 208 may be formed such that different valve strokes of adjacent valves are adjustable.
- Valve strokes of the variable valve train over the rotational angle of the control shafts for various embodiments of the variable valve timing and positions of the rotating camshaft 202 and the control shaft 208 are shown to each other.
- the position of the Hubmaxima or the ⁇ ffnugs- or closing times of the valve lifts over the cam angle is.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Claims (20)
- Commande mécanique variable d'un moteur à combustion interne comprenant un culbuteur ou basculeur pour ajuster la levée de soupape et les temps d'ouverture et de fermeture d'au moins une soupape d'admission et/ou d'échappement (201), un arbre à cames (202) avec une contour de came, le contour de came comprenant un contour partiel pour ouvrir et un contour partiel pour fermer ladite soupape d'admission et/ou d'échappement (201), une transmission comprenant un levier intermédiaire (210) avec une courbe de travail (211), une coulisse (206) pour le guidage dudit levier intermédiaire (210), une face de contact (209) dudit levier intermédiaire s'appuyant sur un arbre de commande (208) ayant la contour d'un excentrique, un culbuteur (215), entrainé par l'arbre à cames par l'intermédiaire de ladite transmission, actionnant ladite soupape d'admission et/ou d'échappement (201),
caractérisée en ce que
ledit levier intermédiaire (210) est lié à un rouleau de l'arbre à cames (207), par l'intermédiaire d'un axe (205), de manière qu'un rouleau de coulisse (204) rotatif sur ledit axe (205) est déplacé dans la coulisse (206), le rouleau étant entrainé par l'arbre à cames (202) par l'intermédiaire du rouleau de l'arbre à cames (207) et dudit axe (205), la face de contact (209) sur ledit levier intermédiaire (210) s'appuyant sur l'arbre de commande (208), et le culbuteur ou basculeur (215) ouvrant et/ou fermant la soupape d'échange de gaz (201) étant mobile par la courbe de travail (211), une décalage de phase étant prévue entre l'arbre à cames (202) et l'arbre de commande (208), tournant à la même vitesse, la décalage étant de sorte que dans la commande de soupape variable pour des levées de soupape différentes soit le temps d'ouverture de la soupape, soit
le temps de fermeture de la soupape est le même pour les levées de soupape différentes, et un moyen d'ajustage de phase étant prévu sur l'arbre à cames (202) et/ou l'arbre de commande pour l'ajustage de la position de phase des levées de soupape dudit soupape d'échange de gaz (201). - Commande mécanique variable d'un moteur à combustion interne selon la revendication 1, dans laquelle ledit arbre à cames (202) tourne dans le même sens de rotation que l'arbre de commande (208).
- Commande mécanique variable d'un moteur à combustion interne selon la revendication 1, dans laquelle ledit arbre à cames (202) tourne dans le sens de rotation opposé à celui de l'arbre de commande (208).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 3, dans laquelle le chemin de la coulisse (206) est défini par un arc de cercle autour du centre d'un rouleau de levier (13) et/ou une première partie de la courbe de travail (211) est définie par un arc de cercle autour du centre du rouleau de coulisse (204).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 4, dans laquelle, dans un moteur à combustion interne avec au moins deux soupapes d'admission et/ou d'échappement, les leviers intermédiaires (210) respectifs et/ou les culbuteurs ou basculeurs (215) pour l'actionnement des soupapes présentent des géométries différentes.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 4, dans laquelle, dans un moteur à combustion interne avec au moins deux soupapes d'admission et/ou d'échappement, les leviers intermédiaires (210) respectifs et/ou les culbuteurs ou basculeurs (215) pour l'actionnement des soupapes présentent des géométries différentes et sont supportés par des axes (205) différents.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 6, dans laquelle un moyen d'ajustage de phase n'est pas prévu directement sur l'arbre à cames (202) ou l'arbre de commande (208), mais de préférence sur une transmission entre l'arbre à cames (202) ou l'arbre de commande (208).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 7, dans laquelle, pour obtenir une plus grande variabilité des levées de soupapes, un moyen d'ajustage de phase additionnel est prévu soit sur l'arbre à cames (202), soit sur l'arbre de commande (208) ou bien sur la transmission intermédiaire (210).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 8, dans laquelle, en fonction de la position de phase dudit arbre à cames (202) ou dudit arbre de commande (208) l'un par rapport à l'autre, les temps d'ouverture de soupapes ou les temps de fermeture de soupapes sont ajustés différemment.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 9, dans laquelle l'arbre à cames (202) est apte à être décalé en phase par rapport à l'arbre de commande (208), ou bien l'arbre de commande (208) est apte à être décalé en phase par rapport à l'arbre à cames (202), ou bien les deux sont aptes à être décalés en phase simultanément.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 10, dans laquelle, pour la compensation du jeu de soupape entre la soupape et les éléments de commande de soupapes, il est prévu un élément de compensation du jeu de soupape mécanique (216) ou un mécanisme de compensation du jeu de soupape hydraulique.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 11, dans laquelle ledit culbuteur
ou le basculeur (215) simultanément actionne deux soupapes d'échange de gaz (201) par l'intermédiaire d'une connexion, de préférence un pont de soupapes. - Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 12, dans laquelle la face de contact (209) dudit levier intermédiaire (210) fait partie d'un rouleau rotatif dans ledit levier intermédiaire (210).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 13, dans laquelle, en certaines positions géométriques des composants de la transmission, la levée nulle d'une soupape d'échange de gaz (201) est ajustable et, par cela, au moins une soupape d'échange de gaz (201) par cylindre est désactivée.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 14, dans laquelle l'ajustage des soupapes d'échappement est effectué séparément et différemment de l'ajustage des soupapes d'admission.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 15, dans laquelle ledit arbre à cames (202) comprend au moins une saillie secondaire (217) sur le diamètre du cercle de fond du contour de came, par laquelle saillie il est effectué une deuxième ouverture et fermeture de ladite soupape d'admission et/ou d'échappement par chaque révolution de l'arbre à cames.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 16, dans laquelle l'on prévoit, comme moyen pour effectuer une ouverture et fermeture de la levée de soupape additionnelle et indépendante par chaque révolution de l'arbre à cames, un deuxième système d'actionnement pour une levée secondaire, l'ouverture de soupape des soupapes d'échange de gaz (201) étant effectuée par ledit deuxième système d'actionnement de manière variable et indépendant de l'ouverture d'une levée primaire.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 17, dans laquelle, pour l'ajustage dudit levier intermédiaire (210) ou du culbuteur ou du basculeur (215), l'on prévoit des moyens pour mise au point fine sur les axes (212, 213, 205) et sur la coulisse (206).
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 18, dans laquelle les géométries pour l'actionnement des soupapes des leviers intermédiaires (210), des culbuteurs ou basculeurs (215), les contours des cames de l'arbre à cames (202) et/ou les excentriques sur l'arbre de commande (208) sont formés de sorte que l'on peut ajuster différentes levées de soupapes pour des soupapes voisines.
- Commande mécanique variable d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 19, dans laquelle ledit levier intermédiaire (210) est précontraint par au moins un ressort.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005010182.8A DE102005010182B4 (de) | 2005-03-03 | 2005-03-03 | Variabel mechanische Ventilsteuerung einer Brennkraftmaschine |
DE102005012081.4A DE102005012081B4 (de) | 2005-03-03 | 2005-03-14 | Variable mechanische Ventilsteuerung einer Brennkraftmaschine |
DE102005049671 | 2005-10-18 | ||
PCT/EP2006/001925 WO2006092312A1 (fr) | 2005-03-03 | 2006-03-02 | Commande mecanique variable de soupapes d'un moteur a combustion interne |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1853797A1 EP1853797A1 (fr) | 2007-11-14 |
EP1853797B1 true EP1853797B1 (fr) | 2011-02-16 |
Family
ID=36577679
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06723176A Not-in-force EP1853797B1 (fr) | 2005-03-03 | 2006-03-02 | Commande mecanique variable de soupapes d'un moteur a combustion interne |
Country Status (5)
Country | Link |
---|---|
US (2) | US7603973B2 (fr) |
EP (1) | EP1853797B1 (fr) |
KR (1) | KR101228573B1 (fr) |
DE (1) | DE502006008907D1 (fr) |
WO (1) | WO2006092312A1 (fr) |
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CN102359403B (zh) * | 2003-03-29 | 2014-09-17 | 科尔本施密特皮尔博格创新有限公司 | 用于热机的执行器 |
JP4348564B2 (ja) * | 2008-03-28 | 2009-10-21 | 三菱自動車工業株式会社 | 内燃機関の可変動弁装置 |
US9086171B2 (en) * | 2012-11-15 | 2015-07-21 | Ken Meyer | KUSC positive return valve action |
CN103216269B (zh) * | 2013-01-30 | 2015-05-20 | 祥天控股(集团)有限公司 | 微型空气动力发动机的控制系统 |
US8967103B2 (en) | 2013-03-04 | 2015-03-03 | Caterpillar Inc. | Variable valve timing arrangement |
US8919311B2 (en) | 2013-03-06 | 2014-12-30 | General Electric Company | Method and systems for variable valve timing for a V-engine with a single central camshaft |
KR20150047076A (ko) | 2013-10-22 | 2015-05-04 | 고려대학교 산학협력단 | 토크 프리 링키지 유니트 |
WO2015060629A1 (fr) * | 2013-10-22 | 2015-04-30 | 고려대학교 산학협력단 | Unité de liaison sans couple |
WO2015060626A1 (fr) * | 2013-10-22 | 2015-04-30 | 고려대학교 산학협력단 | Unité de liaison sans couple à multiples degrés de liberté |
AT516570B1 (de) * | 2014-11-20 | 2016-11-15 | Ge Jenbacher Gmbh & Co Og | Variabler Ventiltrieb |
CN105065072A (zh) * | 2015-07-15 | 2015-11-18 | 广西科技大学 | 一种v8型柴油机气门驱动装置 |
DE102016205805A1 (de) * | 2016-04-07 | 2017-10-12 | Bayerische Motoren Werke Aktiengesellschaft | Ventiltrieb sowie Motorbaugruppe |
DE102016004531A1 (de) * | 2016-04-13 | 2017-10-19 | Man Truck & Bus Ag | Variabler Ventiltrieb mit einem Kipphebel |
CN107387189B (zh) * | 2017-08-31 | 2023-06-23 | 吉林大学 | 一种可变气门驱动机构 |
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-
2006
- 2006-03-02 KR KR1020077022716A patent/KR101228573B1/ko not_active IP Right Cessation
- 2006-03-02 EP EP06723176A patent/EP1853797B1/fr not_active Not-in-force
- 2006-03-02 WO PCT/EP2006/001925 patent/WO2006092312A1/fr active Application Filing
- 2006-03-02 DE DE502006008907T patent/DE502006008907D1/de active Active
-
2007
- 2007-08-30 US US11/897,921 patent/US7603973B2/en not_active Expired - Fee Related
- 2007-11-09 US US11/983,780 patent/US7624711B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US20080087240A1 (en) | 2008-04-17 |
US20080121197A1 (en) | 2008-05-29 |
EP1853797A1 (fr) | 2007-11-14 |
KR101228573B1 (ko) | 2013-01-31 |
US7603973B2 (en) | 2009-10-20 |
KR20070122209A (ko) | 2007-12-28 |
DE502006008907D1 (de) | 2011-03-31 |
WO2006092312A1 (fr) | 2006-09-08 |
US7624711B2 (en) | 2009-12-01 |
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