JPH1089033A - Valve system of engine - Google Patents
Valve system of engineInfo
- Publication number
- JPH1089033A JPH1089033A JP8269247A JP26924796A JPH1089033A JP H1089033 A JPH1089033 A JP H1089033A JP 8269247 A JP8269247 A JP 8269247A JP 26924796 A JP26924796 A JP 26924796A JP H1089033 A JPH1089033 A JP H1089033A
- Authority
- JP
- Japan
- Prior art keywords
- cam
- exhaust
- camshaft
- engine
- auxiliary
- 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.)
- Pending
Links
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
- F01L1/02—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
- 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
- F01L2013/0078—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 axially displacing the camshaft
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Valve Device For Special Equipments (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明はエンジンの動弁装置
に係り、特に、排気２山カムの２山目のカム山による排
気弁の揚程量および揚程期間を可変制御してＥＧＲ率あ
るいはエキゾーストブレーキ力を最適制御することがで
きるようにした動弁装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve train for an engine and, more particularly, to an EGR rate or an exhaust brake by variably controlling a lift amount and a lift period of an exhaust valve by a second cam of an exhaust double cam. The present invention relates to a valve train capable of optimally controlling a force.
【０００２】[0002]
【従来の技術】排気カムを回転位相を異ならせた主カム
山と補助カム山で構成した場合は、排気行程において主
カム山で排気弁を開弁させる他に、補助カム山によるリ
フト作用で吸入行程において排気弁を補助的に開弁させ
て内部ＥＧＲを行なわせ、あるいは、膨張行程において
排気弁を一時的に開弁させてエキゾーストブレーキ力を
強化することができる。ところが、従来の動弁装置によ
る場合は、補助カム山による排気弁の揚程量をエンジン
の運転状態に応答して任意に変更することが困難であっ
たために、ＥＧＲ率を最適制御することが困難であっ
た。2. Description of the Related Art When an exhaust cam is composed of a main cam ridge and an auxiliary cam ridge having different rotation phases, in addition to opening an exhaust valve at the main cam ridge in an exhaust stroke, a lift action by the auxiliary cam ridge is used. It is possible to open the exhaust valve supplementarily in the intake stroke to perform internal EGR, or to temporarily open the exhaust valve in the expansion stroke to enhance the exhaust braking force. However, in the case of the conventional valve gear, it is difficult to arbitrarily change the lift amount of the exhaust valve by the auxiliary cam peak in response to the operating state of the engine, so that it is difficult to optimally control the EGR rate. Met.
【０００３】かかる事態を回避するために、例えば実開
昭５７−２号公報などに見られるように、カムシャフト
の一端から他端に向うにつれて高さが次第に大きくなる
ように設定した補助カム山を構成する駒を主カム山の外
周部に軸方向移動可能に取り付けるとともに、エンジン
の運転状態に応答して前記駒を移動制御するコントロー
ラを設けることにより、エンジンの運転状態に応答して
補助カム山による揚程量を可変制御できるようにしたも
のがある。In order to avoid such a situation, as shown in, for example, Japanese Utility Model Application Laid-Open No. 57-2, an auxiliary cam mountain is set so that its height gradually increases from one end to the other end of the camshaft. Is mounted on the outer periphery of the main cam ridge so as to be movable in the axial direction, and a controller for controlling the movement of the piece in response to the operation state of the engine is provided, so that the auxiliary cam responds to the operation state of the engine. There is a type in which the head lift by a mountain can be variably controlled.
【０００４】しかしながら、このように補助カム山を構
成する駒を主カム山に対して移動させて補助カム山によ
る排気弁の揚程量を可変制御するようにした場合は、エ
ンジンの気筒数が多くなるとすべての駒を均等に移動制
御するために複雑な移動機構を設ける必要性があり、し
かも、移動機構内に存在する加工誤差および組立誤差に
よって各駒の移動量が異なってしまうために、気筒間に
おけるＥＧＲ率のバラツキが大きくなってしまうなどの
不具合があった。[0004] However, when the pieces constituting the auxiliary cam mountain are moved relative to the main cam mountain to variably control the lift of the exhaust valve by the auxiliary cam mountain, the number of cylinders of the engine increases. In other words, it is necessary to provide a complicated moving mechanism to control the movement of all the pieces evenly, and the amount of movement of each piece differs depending on the machining error and the assembly error existing in the moving mechanism. However, there was a problem that the variation of the EGR rate became large.
【０００５】[0005]
【発明が解決しようとする課題】本発明は上記実情に鑑
みてなされたものであって、多気筒エンジンの場合にお
いても気筒間のバラツキの少ない状態で補助カム山によ
る排気弁の揚程量および揚程期間をエンジンの運転状態
に応答して的確に変化させてＥＧＲ率などを最適制御す
ることができる簡潔構成の動弁装置を提供することを課
題としている。SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and in the case of a multi-cylinder engine, the amount of lift and the lift of the exhaust valve by the auxiliary cam ridge in a state where the variation between cylinders is small. It is an object of the present invention to provide a valve train having a simple configuration capable of optimally controlling an EGR rate and the like by appropriately changing a period in response to an operating state of an engine.
【０００６】[0006]
【課題を解決するための手段】上記課題を解決するため
に本発明は、軸方向移動可能に支持されたカムシャフト
に設けた排気カムの主体部を構成する主カム山の回転前
方または後方に補助カム山を設けている。また、該補助
カム山の高さをカムシャフトの一端から他端に向うにつ
れて次第に大きくするとともに、エンジンの運転状態に
応答して前記カムシャフトの軸方向位置を制御するアク
チュエータを設けたことを特徴としている。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a camshaft supported movably in the axial direction. An auxiliary cam peak is provided. Further, the height of the auxiliary cam ridge is gradually increased from one end of the camshaft to the other end thereof, and an actuator for controlling an axial position of the camshaft in response to an operation state of an engine is provided. And
【０００７】[0007]
【発明の実施の形態】以下に本発明の実施形態を図に基
づいて詳細に説明する。図１は本発明に係るエンジンの
動弁装置の一実施形態を示すカムシャフトの側面図、図
２は図１に示した排気カムの正面図、図３は図２のＡ−
Ａ断面図である。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a side view of a camshaft showing one embodiment of an engine valve gear according to the present invention, FIG. 2 is a front view of an exhaust cam shown in FIG. 1, and FIG.
It is A sectional drawing.
【０００８】これらの図において、図示しない多気筒エ
ンジンのシリンダヘッドに軸方向移動可能に取り付けた
カムシャフト１の一端に、スプライン２を介してカムギ
ヤ３を軸方向移動可能に取り付けている。また、図示し
ないクランクシャフトと前記カムギヤ３を図示しないア
イドルギヤおよびクランクシャフトギヤなどを介して噛
み合わせることにより、クランクシャフトの２分の１の
回転数でカムシャフト１を回転駆動させるようにしてい
る。そして、気筒数と同数の排気カム４と吸気カム５を
カムシャフト１に設けることにより、これらのカム４、
５で図示しない排気弁および吸気弁を開閉駆動するよう
にしている。In these figures, a cam gear 3 is attached via a spline 2 to one end of a camshaft 1 attached to a cylinder head (not shown) of a multi-cylinder engine so as to be movable in the axial direction. Further, the camshaft 1 is rotationally driven at a half rotational speed of the crankshaft by meshing the cam gear 3 with a crankshaft (not shown) via an idle gear and a crankshaft gear (not shown). . By providing the same number of exhaust cams 4 and intake cams 5 on the camshaft 1 as the number of cylinders,
At 5, an exhaust valve and an intake valve (not shown) are opened and closed.
【０００９】排気カム４の主体部は、図示しない排気弁
を排気行程において開弁させるに適したカムプロフィー
ルに設定した主カム山４ａで構成している。そして、主
カム４ａの回転後方に補助カム山４ｂを設けることによ
り、図示しない排気弁を吸入行程において一時的に開弁
作動させるようにしている。また、補助カム山４ｂの高
さおよび幅（作用角度）をカムシャフト１の一端から他
端に向うにつれて次第に大きくしている。The main part of the exhaust cam 4 is constituted by a main cam ridge 4a having a cam profile suitable for opening an exhaust valve (not shown) in the exhaust stroke. By providing the auxiliary cam ridge 4b behind the rotation of the main cam 4a, an exhaust valve (not shown) is temporarily opened during the suction stroke. The height and width (operating angle) of the auxiliary cam ridge 4b are gradually increased from one end of the camshaft 1 to the other end.
【００１０】一方、シリンダヘッドにはアクチュエータ
として機能する油圧シリンダ６を設けている。油圧シリ
ンダ６は、カムシャフト１におけるカムギヤ３と反対側
の端部に結合されたピストン７を備えており、図示しな
いコントローラにより油圧シリンダ６のチャンバ８に供
給される油圧を制御すると、ピストン７が図中左右方向
に移動してカムシャフト１を軸方向に移動させる。９は
リターンスプリング、１０、１１はシリンダヘッドの定
位置に設けたカムフォロアであり、これらのカムフォロ
ワ１０、１１を介して図示しない排気弁および吸気弁を
排気カム４および吸気カム５に追従させている。On the other hand, a hydraulic cylinder 6 functioning as an actuator is provided on the cylinder head. The hydraulic cylinder 6 includes a piston 7 connected to an end of the camshaft 1 opposite to the cam gear 3. When a hydraulic pressure supplied to the chamber 8 of the hydraulic cylinder 6 is controlled by a controller (not shown), the piston 7 The camshaft 1 is moved in the axial direction by moving in the left-right direction in the figure. Reference numeral 9 denotes a return spring, and reference numerals 10 and 11 denote cam followers provided at fixed positions of the cylinder head. An exhaust valve and an intake valve (not shown) follow the exhaust cam 4 and the intake cam 5 via these cam followers 10 and 11. .
【００１１】かかる構成になるエンジンの動弁装置にお
いてエンジンの運転にともなってカムシャフト１が回転
すると、カムフォロワ１０、１１が排気カム４および吸
気カム５に追従作動し、図示しない排気弁および吸気弁
をそれぞれ所定の時期に開弁作動させる。When the camshaft 1 rotates in accordance with the operation of the engine in the engine valve operating apparatus having such a configuration, the cam followers 10 and 11 follow the exhaust cam 4 and the intake cam 5, and the exhaust valve and the intake valve (not shown). Are respectively operated at predetermined times.
【００１２】このとき、排気カム４の主カム山４ａは、
図示しない排気弁を排気行程において開弁作動させる
が、補助カム山４ｂは吸入行程において吸気弁を一時的
に開弁作動させる。また、このような吸入行程における
排気弁の開弁（揚程）期間は、補助カム山４ｂのカムプ
ロフィールによって定まる。At this time, the main cam ridge 4a of the exhaust cam 4 is
Although an exhaust valve (not shown) is opened during the exhaust stroke, the auxiliary cam ridge 4b temporarily opens the intake valve during the intake stroke. Further, the opening (lift) period of the exhaust valve in such a suction stroke is determined by the cam profile of the auxiliary cam ridge 4b.
【００１３】すなわち、カムシャフト１を図中右側に移
動させるとカムフォロワ１０に作用する補助カム山４ｂ
の有効揚程ならびに作用角度が大きくなる。ところが、
カムシャフト１を図中左側に移動させた場合は、カムフ
ォロワ１０に作用する補助カム山４ｂの有効揚程および
作用角度が小さくなる。That is, when the camshaft 1 is moved rightward in the drawing, the auxiliary cam ridge 4b acting on the cam follower 10
The effective head and the working angle of are increased. However,
When the camshaft 1 is moved to the left in the figure, the effective head and the operating angle of the auxiliary cam ridge 4b acting on the cam follower 10 become small.
【００１４】一方、吸入行程において排気弁を一時的に
開弁させると、排気ポート内に残留している排気の一部
が燃焼室内に吸戻されるために、従来公知の内部ＥＧＲ
効果が得られる。また、このようにして燃焼室内に吸戻
される排気の量は、排気弁の揚程量ならびに揚程期間に
よって左右されるものであり、補助カム山４ｂの有効揚
程が大きくなるにつれて排気弁の揚程量が増大し、補助
カム山４ｂの作用角度が大きくなるにともなって揚程期
間が増加する。On the other hand, if the exhaust valve is temporarily opened during the intake stroke, a part of the exhaust remaining in the exhaust port is sucked back into the combustion chamber, so that a conventionally known internal EGR is used.
The effect is obtained. In addition, the amount of exhaust gas sucked back into the combustion chamber in this way depends on the lift amount of the exhaust valve and the lift period, and as the effective lift of the auxiliary cam peak 4b increases, the lift amount of the exhaust valve increases. As the working angle of the auxiliary cam ridge 4b increases, the lift period increases.
【００１５】従って、実施態様に示したように補助カム
山４ｂを主カム山４ａの回転後方に設けることにより、
排気弁を吸入行程において一時的に開弁させて内部ＥＧ
Ｒを行なわせるようにした場合は、運転状態に応じてカ
ムシャフト１の軸方向位置を変化させてＥＧＲ率を最適
制御することができる。Therefore, by providing the auxiliary cam ridge 4b behind the main cam ridge 4a as shown in the embodiment,
The exhaust valve is temporarily opened during the intake stroke to reduce the internal EG
When R is performed, the EGR rate can be optimally controlled by changing the axial position of the camshaft 1 according to the operating state.
【００１６】すなわち、エンジンの負荷および回転数が
増大するにつれて油圧シリンダ６のチャンバ８に供給す
る油圧を大きくすると、リターンスプリング９の付勢力
に抗してカムシャフト１が図中右側に移動する。する
と、カムフォロワ１０に対する排気カム４の作用点が図
中左側に移動するために、補助カム山４ｂによるカムフ
ォロワ１０の揚程量および揚程期間が増大し、吸入行程
において実行される排気弁の揚程量ならびに揚程期間が
増加する。That is, when the oil pressure supplied to the chamber 8 of the hydraulic cylinder 6 is increased as the load and the rotation speed of the engine increase, the camshaft 1 moves rightward in the figure against the urging force of the return spring 9. Then, since the point of action of the exhaust cam 4 with respect to the cam follower 10 moves to the left side in the drawing, the lift amount and the lift period of the cam follower 10 due to the auxiliary cam peak 4b increase, and the lift amount of the exhaust valve executed in the suction stroke and The lifting period increases.
【００１７】このようにして吸入行程中に行なわれる排
気弁の揚程量および揚程期間が大きくなると、排気ポー
トから燃焼室に吸戻される排気の量が多くなり、ＥＧＲ
率が高くなってＮＯｘの生成抑制効果が高くなる。よっ
て、エンジンの運転状態に応じてカムシャフト１の軸方
向位置を制御することにより、ＥＧＲ率を最適制御する
ことができる。As described above, when the lift amount and the lift period of the exhaust valve performed during the intake stroke increase, the amount of exhaust gas sucked back from the exhaust port into the combustion chamber increases, and the EGR increases.
The rate increases, and the effect of suppressing NOx generation increases. Therefore, the EGR rate can be optimally controlled by controlling the axial position of the camshaft 1 in accordance with the operating state of the engine.
【００１８】なお、例えばエンジンの始動時およびアイ
ドル運転時などのように燃焼温度が低くてＮＯｘの生成
量がきわめて少ない場合は、チャンバ８に供給される油
圧を小さくしてカムシャフト１を図中左側端部まで移動
させることにより、カムフォロワ１０に対する補助カム
山４ｂの有効揚程をゼロにする。すると、吸入行程中に
おいて排気弁が開弁されなくなって内部ＥＧＲを中断す
るために燃焼を安定化させることができるが、適度な内
部ＥＧＲを行なわせて暖機を促進させることもできる。When the combustion temperature is low and the amount of generated NOx is extremely small, for example, at the time of starting the engine or at the time of idling, the oil pressure supplied to the chamber 8 is reduced to reduce the camshaft 1 in FIG. By moving to the left end, the effective head of the auxiliary cam ridge 4b with respect to the cam follower 10 is set to zero. Then, during the intake stroke, the exhaust valve is not opened and the internal EGR is interrupted, so that combustion can be stabilized. However, it is also possible to perform an appropriate internal EGR to promote warm-up.
【００１９】上記実施態様においては、補助カム山４ｂ
を主カム山４ａの回転後方に設けて内部ＥＧＲを行なわ
せる場合について説明しているが、補助カム山４ｂを主
カム山４ａの回転前方に設けた場合は、排気弁を膨張行
程において一時的に開弁させることができるために、エ
キゾーストブレーキ力を強化させることができる。In the above embodiment, the auxiliary cam ridge 4b
Is provided in the rear of the main cam ridge 4a to perform the internal EGR, but when the auxiliary cam ridge 4b is provided in front of the rotation of the main cam ridge 4a, the exhaust valve is temporarily set in the expansion stroke. The exhaust valve force can be increased, so that the exhaust braking force can be enhanced.
【００２０】なお、このように補助カム山４ｂを主カム
山４ａの回転前方に設けることにより、膨張行程におい
て排気弁を一時的に開弁させてエキゾーストブレーキ力
を強化するようにした場合は、カムシャフト１の軸方向
位置を可変制御してエキゾーストブレーキ力の強化の度
合を変更することができるが、この場合は必ずしもカム
シャフト１の軸方向位置を連続変化させる必要性はな
く、カムシャフト１の軸方向位置、すなわち、カムフォ
ロワ１０に作用する補助カム４ｂの有効揚程および作用
角度を段階的に変化させるようにしても所期の目的を達
成することができる。By providing the auxiliary cam ridge 4b in front of the rotation of the main cam ridge 4a, the exhaust valve is temporarily opened during the expansion stroke to enhance the exhaust brake force. The degree of enhancement of the exhaust braking force can be changed by variably controlling the axial position of the camshaft 1, but in this case, it is not necessary to continuously change the axial position of the camshaft 1; The intended purpose can be achieved even if the axial position of the auxiliary cam 4b acting on the cam follower 10, that is, the effective head and the operating angle of the auxiliary follower 10 are changed stepwise.
【００２１】さらに、上記実施態様においてはアクチュ
エータを油圧シリンダ６で構成することにより、小型の
アクチュエータを用いながらもカムシャフト１の軸方向
位置を円滑かつ確実に変化させることができるようにし
ているが、電磁アクチュエータあるいはメカニカルアク
チュエータなどを採用することもできる。Furthermore, in the above embodiment, the actuator is constituted by the hydraulic cylinder 6, so that the axial position of the camshaft 1 can be smoothly and reliably changed while using a small actuator. Alternatively, an electromagnetic actuator or a mechanical actuator may be employed.
【００２２】[0022]
【発明の効果】以上の説明から明らかなように本発明に
よれば、エンジンの運転状態に応じてカムシャフトの軸
方向位置を変更するのみで補助カム山による排気弁の揚
程量および揚程期間を変更することができるために、Ｅ
ＧＲ率をエンジンの運転状態に応じて最適制御すること
ができ、あるいは、エキゾーストブレーキ力を最適制御
することができる。As is apparent from the above description, according to the present invention, the lift amount and the lift period of the exhaust valve by the auxiliary cam peak can be reduced only by changing the axial position of the camshaft according to the operating state of the engine. E to be able to change
The GR rate can be optimally controlled according to the operating state of the engine, or the exhaust braking force can be optimally controlled.
【００２３】また、カムシャフトに設けた排気カムを主
カム山と補助カム山で構成しているために、多気筒エン
ジンの場合においても格別な連動機構を必要とすること
なく気筒間のバラツキの少ない状態で補助カム山による
排気弁の揚程量および揚程期間をエンジンの運転状態に
応答して的確に変化させることができる。Further, since the exhaust cam provided on the camshaft is composed of the main cam ridge and the auxiliary cam ridge, even in the case of a multi-cylinder engine, there is no need for a special interlocking mechanism, and the variation between cylinders can be reduced. In a small state, the lift amount and the lift period of the exhaust valve by the auxiliary cam peak can be accurately changed in response to the operating state of the engine.
【図１】本発明に係るエンジンの動弁装置の一実施形態
を示すカムシャフトの側面図である。FIG. 1 is a side view of a camshaft showing an embodiment of an engine valve train according to the present invention.
【図２】図１に示した排気カムの正面図である。FIG. 2 is a front view of the exhaust cam shown in FIG.
【図３】図２のＡ−Ａ断面図である。FIG. 3 is a sectional view taken along line AA of FIG. 2;
１ カムシャフト ２ スプライン ３ カムギヤ ４ 排気カム ４ａ 主カム山 ４ｂ 補助カム山 ５ 吸気カム ６ 油圧シリンダ ７ ピストン ８ チャンバ ９ リターンスプリング １０、１１ カムフォロワ REFERENCE SIGNS LIST 1 camshaft 2 spline 3 cam gear 4 exhaust cam 4 a main cam ridge 4 b auxiliary cam ridge 5 intake cam 6 hydraulic cylinder 7 piston 8 chamber 9 return spring 10, 11 cam follower
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｍ 25/07 ５１０ Ｆ０２Ｍ 25/07 ５１０Ｚ ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 6 Identification code FI F02M 25/07 510 F02M 25/07 510Z
Claims (1)
トに設けた排気カムの主体部を構成する主カム山の回転
前方または後方に補助カム山を設け、該補助カム山の高
さをカムシャフトの一端から他端に向うにつれて次第に
大きくするとともに、エンジンの運転状態に応答して前
記カムシャフトの軸方向位置を制御するアクチュエータ
を設けたことを特徴とするエンジンの動弁装置。An auxiliary cam ridge is provided at the front or rear of a main cam ridge constituting a main part of an exhaust cam provided on a cam shaft movably supported in an axial direction, and the height of the auxiliary cam ridge is adjusted by a cam. An engine valve actuating device, comprising: an actuator that increases in size from one end of the shaft to the other end and that controls an axial position of the camshaft in response to an operating state of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8269247A JPH1089033A (en) | 1996-09-19 | 1996-09-19 | Valve system of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8269247A JPH1089033A (en) | 1996-09-19 | 1996-09-19 | Valve system of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH1089033A true JPH1089033A (en) | 1998-04-07 |
Family
ID=17469702
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8269247A Pending JPH1089033A (en) | 1996-09-19 | 1996-09-19 | Valve system of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH1089033A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20020025411A (en) * | 2000-09-29 | 2002-04-04 | 이계안 | Valve driving device of engine |
| KR20020044605A (en) * | 2000-12-06 | 2002-06-19 | 이계안 | Valve driving device of engine |
| KR20020047998A (en) * | 2000-12-15 | 2002-06-22 | 이계안 | Variable valve apparatus for engine |
| KR100380074B1 (en) * | 2000-09-15 | 2003-04-14 | 현대자동차주식회사 | Exhaust gas recirculation device of vehicle |
| US6561150B1 (en) | 1999-08-23 | 2003-05-13 | Toyota Jidosha Kabushiki Kaisha | Engine valve characteristic controller |
| KR20030062676A (en) * | 2002-01-18 | 2003-07-28 | 현대자동차주식회사 | a device of engine exhaust brake |
| US7150273B2 (en) | 2004-08-19 | 2006-12-19 | Perkins Engines Company Limited | Exhaust manifold arrangement |
| JP2007127042A (en) * | 2005-11-02 | 2007-05-24 | Mitsubishi Heavy Ind Ltd | Four-cycle engine with internal egr system |
| CN102062024A (en) * | 2009-11-18 | 2011-05-18 | 通用汽车环球科技运作公司 | Engine including valve lift assembly for internal EGR control |
| CN103334808A (en) * | 2013-06-03 | 2013-10-02 | 浙江亿日气动科技有限公司 | Electric engine brake device |
| CN105736086A (en) * | 2016-02-02 | 2016-07-06 | 吉林大学 | Combustion braking and pressure reduction braking combined engine braking method and pressure reduction device |
| CN107524490A (en) * | 2016-06-20 | 2017-12-29 | 马勒国际有限公司 | valve mechanism for internal combustion engine |
| WO2018060371A1 (en) * | 2016-09-30 | 2018-04-05 | Erwin Junker Grinding Technology A.S. | Reciprocating-piston internal combustion engine with device for increasing the torque thereof |
-
1996
- 1996-09-19 JP JP8269247A patent/JPH1089033A/en active Pending
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6561150B1 (en) | 1999-08-23 | 2003-05-13 | Toyota Jidosha Kabushiki Kaisha | Engine valve characteristic controller |
| KR100380074B1 (en) * | 2000-09-15 | 2003-04-14 | 현대자동차주식회사 | Exhaust gas recirculation device of vehicle |
| KR20020025411A (en) * | 2000-09-29 | 2002-04-04 | 이계안 | Valve driving device of engine |
| KR20020044605A (en) * | 2000-12-06 | 2002-06-19 | 이계안 | Valve driving device of engine |
| KR20020047998A (en) * | 2000-12-15 | 2002-06-22 | 이계안 | Variable valve apparatus for engine |
| KR20030062676A (en) * | 2002-01-18 | 2003-07-28 | 현대자동차주식회사 | a device of engine exhaust brake |
| US7150273B2 (en) | 2004-08-19 | 2006-12-19 | Perkins Engines Company Limited | Exhaust manifold arrangement |
| JP2007127042A (en) * | 2005-11-02 | 2007-05-24 | Mitsubishi Heavy Ind Ltd | Four-cycle engine with internal egr system |
| JP4523906B2 (en) * | 2005-11-02 | 2010-08-11 | 三菱重工業株式会社 | 4-cycle engine with internal EGR system |
| CN102062024A (en) * | 2009-11-18 | 2011-05-18 | 通用汽车环球科技运作公司 | Engine including valve lift assembly for internal EGR control |
| CN103334808A (en) * | 2013-06-03 | 2013-10-02 | 浙江亿日气动科技有限公司 | Electric engine brake device |
| CN105736086A (en) * | 2016-02-02 | 2016-07-06 | 吉林大学 | Combustion braking and pressure reduction braking combined engine braking method and pressure reduction device |
| CN107524490A (en) * | 2016-06-20 | 2017-12-29 | 马勒国际有限公司 | valve mechanism for internal combustion engine |
| CN107524490B (en) * | 2016-06-20 | 2020-12-08 | 马勒国际有限公司 | Valve train for an internal combustion engine |
| WO2018060371A1 (en) * | 2016-09-30 | 2018-04-05 | Erwin Junker Grinding Technology A.S. | Reciprocating-piston internal combustion engine with device for increasing the torque thereof |
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