WO2003008769A1 - Dispositif de commande souple de facteur temporel - Google Patents

Dispositif de commande souple de facteur temporel Download PDF

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Publication number
WO2003008769A1
WO2003008769A1 PCT/CN2002/000504 CN0200504W WO03008769A1 WO 2003008769 A1 WO2003008769 A1 WO 2003008769A1 CN 0200504 W CN0200504 W CN 0200504W WO 03008769 A1 WO03008769 A1 WO 03008769A1
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WO
WIPO (PCT)
Prior art keywords
valve
throttle control
control valve
throttle
control device
Prior art date
Application number
PCT/CN2002/000504
Other languages
English (en)
Chinese (zh)
Inventor
Guofeng Deng
Original Assignee
Guofeng Deng
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 Guofeng Deng filed Critical Guofeng Deng
Priority to EA200400493A priority Critical patent/EA005445B1/ru
Priority to US10/489,881 priority patent/US20040261740A1/en
Priority to EP02752957A priority patent/EP1422386A1/fr
Publication of WO2003008769A1 publication Critical patent/WO2003008769A1/fr

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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
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F01L1/28—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of coaxial valves; characterised by the provision of valves co-operating with both intake and exhaust ports

Definitions

  • the present invention relates to the field of fluid throttling control, and in particular to valve type (herein, "valve” and “valve” are the same concept, the same applies hereinafter).
  • Intake and exhaust systems of internal combustion engines ("intake and exhaust valves” and “herein”
  • the “throttle valve” is the same concept, and the same applies hereinafter)
  • the pump and valve in the fuel supply system and the flexible time section control device for other types of valves
  • the time section in the present invention is defined as: , / Is the cross-sectional area of the fluid channel, is a time differential element, and "flexible” means continuously variable), which performs flexible control of the effective phase, working time, effective lift, and fluid vortex intensity of the valve operation of the engine, which enables the engine to obtain Optimal performance indicators.
  • variable valve timing (VVT) mechanism has obvious potential to improve the engine's power performance and fuel economy, with a 16% improvement in economic performance and a 20% increase in power.
  • Internal combustion engine workers have proposed and implemented many programs aimed at optimizing the flow process and improving the dynamic characteristics of the fluid, but they are limited to many factors such as manufacturing cost, operational reliability, mechanism complexity, and system application range. At present, there are only a few simple functions. The system is used in internal combustion engine products.
  • the trajectory of the pivot movement scribed by the pivotal support guide and a fixed rack can be a ring shape or an arc shape close to this ring shape.
  • Changing the relationship between the adjustment gap and the pivot position results in controlled phase changes and operating time changes.
  • the device has many additional parts, complicated mechanism, etc., and has the following shortcomings: Because the displacement is reduced or enlarged by relying on a certain support point of the swing rocker arm, the magnitude of the rocker arm force to overcome the valve spring force will vary with the support The movement of the point changes, resulting in uneven wear of the rack, especially at the maximum lift of the valve; the valve clearance changes due to the change in the transmission ratio of the rocker arm; for the determined rocker arm and drive cam, Its rocker arm transmission ratio and valve lift ratio are limited by the geometric parameters of the part, thereby limiting its range of adjustment; due to the large force of additional components, large motion resistance, and many transmission links, the dynamic response characteristics are affected.
  • variable valve control mechanism Another implementation of the variable valve control mechanism is to find the best valve control strategy through the hydraulic system.
  • the cam lever causes the sealed hydraulic oil to pass through a fixed small hole or through a controlled small hole. Through the hole.
  • the result is that the valve does not open much or for a long time when the engine is low speed, and the liquid flowing out at high speed is not enough to make the valve movement different from the conventional system.
  • the positive control method can accurately control the lift and working time. As a result, the valve movement alone is sufficient to control the intake process, and the conventional throttling will be abandoned.
  • SAE American Society of Automotive Engineers
  • FIG. 1 it is a simplified diagram of the structure of an intake and exhaust system of an internal combustion engine that is currently commonly used. It mainly consists of valve drive mechanism 2, valve spring seat 3, valve lock clip 4, valve spring 5, valve guide 6, valve hood 7, valve 9, fluid passage 11, valve seat 12, and so on. The force from the valve driving mechanism 2 acts on the top of the valve 9, the valve spring 5 is compressed by the valve spring seat 3, and the valve 9 is opened.
  • valve drive mechanism 2 Due to the pressure difference, the fluid is forced to move in the fluid channel 11 in the air cap 7 to complete Intake or exhaust process; When the force of the valve drive mechanism 2 is gradually reduced and removed, the valve 9 is closed by the force of the valve spring 5. Because the geometric parameters of valve drive mechanism 2 and other mechanisms have been determined, the timing, phase and lift of valve 9 opening and closing have also been fixed, and its design only represents a compromise that takes into account the comprehensive indicators at some specific operating conditions Program.
  • valve lift is an absolute change (that is, the actual movement of the valve); the force that causes the maximum lift change still directly acts on the valve stem At the top, the force is large and it is easy to wear. Due to the increased movement pairs, the valve clearance will change during the adjustment process, which will affect the performance of the engine.
  • the clearance compensator needs to be added. The mechanism is complicated and the cost is high.
  • the purpose of the present invention is to provide a flexible time section control device, which can flexibly control the phase, working time, lift and fluid vortex intensity of the valve opening and closing of the engine, thereby improving the low-temperature starting performance of the internal combustion engine; Low fuel consumption; reduction of f pollutant emissions; improvement of power and torque; reduction of noise and vibration; so that the internal combustion engine has excellent performance indicators at full speed and full load range.
  • the present invention solves its main technical problems by using the following technical solutions.
  • a flexible time section control device includes an intake and exhaust system of an internal combustion engine composed of a valve driving mechanism, a valve spring seat, a valve lock clip, a valve spring, a valve guide, a cylinder head, a valve, a fluid passage, a valve seat, etc.
  • Throttle control valves, throttle control valve members and corresponding throttle control valve driving mechanisms are added to the above-mentioned intake and exhaust systems;
  • the throttle control is formed by a fluid passage, a valve seat, and a valve installed in a cylinder head
  • the throttle control valve is in the shape of an annular cylinder, and its movement axis is coaxial or parallel to the axis of the valve guide and the movement axis of the valve; there is relative up and down movement between the throttle control valve and the valve; the throttle control valve
  • the drive mechanism controls the throttle control valve through a throttle control valve member coupled thereto.
  • the present invention can further solve the main technical problems by adopting the following technical measures.
  • the valve guide on the cylinder head has an eccentric hole parallel to the valve guide axis, and the throttle control valve member passes through the eccentric hole.
  • the valve spring seat has an eccentric hole parallel to the axis of the valve lock clamping hole, and the throttle control valve member passes through the eccentric hole.
  • the aforementioned flexible time section control device wherein an eccentric hole parallel to the valve guide axis is near the valve guide on the gas iris cover; an eccentric hole parallel to the valve lock pinch axis is provided on the valve spring seat; A flow control valve member passes through the eccentric hole and at the same time.
  • the outer circle of the throttle control valve is matched with the inner wall of the fluid passage and the inner hole of the valve seat, and the bottom thereof is matched with the umbrella-shaped skirt of the valve.
  • the outer circle of the throttle control valve is all in the shape of a ring-shaped cylinder, and a solid portion protrudes from the inner circumference thereof, and the solid portion is connected to the throttle control valve member.
  • a part of the outer circle of the throttle control valve is in the shape of an annular cylinder, and a solid portion protrudes from the outer circumference of the throttle control valve, and the solid portion is connected to the throttle control valve member.
  • the outer circle of the throttle control valve is all in the shape of a circular cylinder, and the throttle control valve member is coupled to the inner circumference of the throttle control valve.
  • the throttle control valve member is in the shape of a pestle, and the throttle control valve and the throttle control valve member are made integrally, or they can be separately manufactured as two parts and then assembled together.
  • one or more orifice-shaped or open-shaped throttle channels are provided at the lower part of the wall surface of the annular cylinder of the throttle control valve.
  • Figure 1 is a schematic diagram of the structure of an intake and exhaust system of an internal combustion engine which is currently commonly used.
  • Fig. 2 is a structural diagram of the internal combustion engine with the intake and exhaust systems closed according to the present invention.
  • FIG. 3 is a structural tube diagram of the intake and exhaust valves during the low-temperature starting process of the internal combustion engine of the present invention.
  • FIG. 4 is a schematic diagram of the structure of the intake and exhaust valves during the operation of the internal combustion engine of the present invention.
  • Fig. 5 is a schematic diagram of a first embodiment of a throttle control valve according to the present invention.
  • FIG. 6 is a plan view of FIG. 5.
  • Fig. 7 is a schematic diagram of a second embodiment of a throttle control valve in the present invention.
  • FIG. 8 is a plan view of FIG. 7.
  • Fig. 9 is a schematic diagram of a third embodiment of a throttle control valve in the present invention.
  • FIG. 10 is a plan view of FIG. 9.
  • FIG. 11 is a graph when the effective valve lift ⁇ of the present invention is equal to the actual valve lift H 1.
  • FIG. 12 is a graph when the valve effective lift ⁇ is 0 in the present invention.
  • Fig. 2 is a schematic diagram showing the structure of the intake and exhaust systems of the internal combustion engine of the present invention when it is closed.
  • the present invention includes a throttle control valve driving mechanism 1, a valve driving mechanism 2, a valve spring seat 3, a valve lock clip 4, a valve spring 5, a valve guide 6, a valve hood 7, a throttle control in the prior art Internal combustion engine intake and exhaust systems composed of valve member 8, valve 9, throttle control valve 10, fluid passage 11, valve seat 12, and so on.
  • throttle control valves and corresponding control mechanisms are added to the intake and exhaust systems of internal combustion engines currently commonly used; valve guides 6, valves 9, throttle control valves 10, and valve seats 12 are installed on the same axis ( That is, the common axis); the bottom of the throttle control valve 10 is matched with the skirt of the valve 9, the outer circle of the throttle control valve 10 is matched with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12; the valve on the gas red cover 7 There is an eccentric hole h 2 parallel to the axis (common axis) of the valve guide 6 near the catheter 6; the valve spring seat 3 has an eccentric hole h 1 parallel to the axis of the valve lock clip 4 ; the throttle control valve member 8 can be removed from the eccentric hole h 2 and ⁇ pass separately or simultaneously; the throttle control valve driving mechanism 1 controls the throttle control valve 10 through the throttle control valve member 8; the throttle control valve 10 is subject to the force of the throttle control valve driving mechanism 1 It can move up and down along the axis in the inner wall
  • the throttle control valve 10 can also move up and down with the force from the valve 9; the valve 9 can be under the force of the valve drive mechanism 2 and the valve spring 5. Along the valve guide 6 axis (Opening and closing) movement; The valve 9 and the throttle control valve 10 have independent relative movement with respect to the inner hole of the valve guide 6, the fluid passage 11 and the valve seat 12, and the relative movement constitutes an effective flexible time section. During the movement of the valve 9, Throttling control 'valve 10 can control the effective phase, working time, effective lift and fluid eddy current intensity of valve 9 to open and close. Its manual or automatic implementation can be: mechanical, hydraulic or pneumatic control, power electromagnetic control Way or other way.
  • FIG. 3 is a schematic diagram of the structure of the intake and exhaust valves during the low-temperature starting of the internal combustion engine of the present invention.
  • the force from the valve drive mechanism 2 directly acts on the top of the valve 9, through the valve lock clamp 4 and the valve spring seat 3 , the valve spring 5 is compressed, and the valve 9 moves downward along the axis (opens the valve); the throttle control valve drive mechanism 1
  • the force acts on the throttle control valve 10 through the throttle control valve member 8.
  • the throttle control valve 10 can move up and down along the common axis with the valve 9.
  • a throttling channel 13 may be designed on the annular cylinder at the lower part of the throttle control valve 10, and its position and cross-sectional area are optimized; due to the pressure difference between the air bladder and the outside, the fluid is forced into the fluid channel 11 in the cylinder head 7.
  • throttling control valves 10 are provided with a throttling channel 13 on the annular barrel, and the remaining throttling control valves 10 are not provided with a throttling channel 13; thus, there is no throttling of the throttling channel 13
  • the gas flow of the flow control valve 10 is very small during the starting process.
  • the gas rainbow of the throttle control valve 10 provided with the throttle channel 13 can continuously ignite; it can also be controlled by controlling the throttle control valve without the throttle channel.
  • the movement position of 10 is controlled to obtain different effective time cross-section values to achieve the corresponding purpose. In this way, as the compression power consumption is reduced, the starting resistance torque is reduced, the starting is easier, and hardware programming or software control sequence ignition can be realized.
  • the throttle control valve 10 in the intake and exhaust mechanisms is set at an appropriate position according to the environmental parameters to achieve the best effect to make the internal combustion engine start smoothly.
  • the throttle control valve 10 is controlled at Inactive state (position), this device is quite absent at this time.
  • the invention breaks through the technical bottleneck of low-temperature starting of the internal combustion engine, and at the same time brings significant improvements to other performance indicators (such as: fuel consumption rate, emissions, noise, vibration, etc.).
  • FIG. 4 is a schematic diagram of the structure of the intake and exhaust valves during the operation of the internal combustion engine of the present invention.
  • the movement state of the throttle control valve 10 is manually or automatically controlled by the throttle control valve driving mechanism 1, and the throttle control valve 10 moves up and down to control the valve 9 Open effective phase, working time, effective lift and fluid eddy current intensity;
  • the bottom of the throttle control valve 10 does not contact the skirt of the valve 9 and cannot throttle; when it is lower than the rated
  • the throttle control valve 10 can be moved up and down along the axis to control the effective time section of the valve 9 opening, and to control the intake and exhaust volume accordingly.
  • the movement position of the throttle control valve 10 can be manually controlled in stages, or the movement of the throttle control valve 10 is controlled by other methods, automatically seeking the optimal
  • the working state has great flexibility and can realize multi-mode operation (starting mode, economic mode, low-emission mode, overload mode, etc.).
  • the movement of each throttle control valve 10 can be controlled in the same gas rainbow according to the requirements of different fluid vortex intensity and the intake and exhaust volume.
  • a certain number of throttling control valves 10 are provided with a throttling channel 13 on the annular barrel, and the remaining throttling control valves 10 are not provided with a throttling channel 13; thus, there is no throttling control of the throttling channel 13
  • the cylinder of the valve 10 has very little air exchange during the starting process.
  • the cylinder of the throttle control valve 10 provided with the throttle channel 13 can continuously ignite; it can also control the movement position of the throttle control valve 10 without the throttle channel. To control the acquisition of different effective time section values to achieve the corresponding purpose. As the compression power consumption is reduced, a certain number of working gas rainbows can be closed during low load operation.
  • the application of the throttle control valve 10 can eliminate the throttle plate (butterfly valve) in the intake pipe of the carburetor engine, electronic fuel injection engine or other fuel engine, which greatly reduces the throttle loss under the same conditions, and improves various
  • the pressure at the intake valve improves the quality of the intake air, increases power, improves economic and power performance, and achieves low engine idling and good stability. This scheme is particularly effective for supercharged engines.
  • the invention is applied to an exhaust valve.
  • the position of the throttle control valve 10 during the exhaust process directly affects the exhaust resistance.
  • the exhaust gas is used to improve the exhaust quality and achieve direct EGR in the cylinder.
  • the cyclic compression temperature meets the conditions of continuous ignition and realizes smooth starting.
  • 5-10 are schematic diagrams of three embodiments of the throttle control valve 10 according to the present invention.
  • Part or all of the throttle control valve 10 is in the shape of an annular cylinder, and is installed in a space formed by the valve 9, the fluid passage 11 in the cylinder head 7, and the valve seat 12; the throttle control valve 10 and the valve 9 are opposite to the valve guide 6
  • the relative movement constitutes an effective flexible time section; the throttle control valve 10 moves up and down to control the effective phase of the intake and exhaust valve 9 opening and closing, working time, effective Lift and fluid vortex intensity.
  • FIG. 5 is a schematic structural view of a first embodiment of a throttle control valve according to the present invention
  • FIG. 6 is a plan view of FIG. 5.
  • the outer circle of the throttle control valve 10 is all in the shape of an annular cylinder, and a solid portion protrudes from the inner circumference for coupling with the throttle control valve member 8.
  • the bottom of the throttle control valve 10 and The skirt of the valve 9 cooperates, and the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid channel 11 and the inner hole of the valve seat 12.
  • the throttle tube 13 is provided with a throttle channel 13 and a throttle channel 13.
  • the throttle tube 13 may not be provided with a throttling channel 13 on the lower annular cylinder of the throttle control valve 10.
  • the throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.
  • FIG. 7 is a schematic structural view of a second embodiment of a throttle control valve according to the present invention
  • FIG. 8 is a top view of FIG. 7.
  • the outer circle of the throttle control valve 10 is in the shape of an annular cylinder, and a solid portion protrudes on the outer circumference for coupling with the throttle control valve member 8.
  • the protruding solid portion on the outer circumference can be assembled in In the eccentric hole groove on the cylinder head 7 , the bottom of the throttle control valve 10 cooperates with the skirt of the valve 9; the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12; the lower part of the throttle control valve 10
  • the annular tube is provided with a throttling channel 13, which is closed or open, and its shape may be a hole or an opening; the lower channel of the throttle control valve 10 may not be provided with the throttling channel 13.
  • the throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.
  • FIG. 9 is a schematic structural view of a third embodiment of a throttle control valve of the present invention
  • FIG. 10 is a plan view of FIG. 9 Illustration.
  • the outer circle of the throttle control valve 10 is all in the shape of an annular cylinder
  • the throttle control valve member 8 is coupled to the circumference of the throttle control valve 10
  • the axis of the valve 10 is parallel; the bottom of the throttle control valve 10 cooperates with the skirt of the valve 9;
  • the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12;
  • the throttling channel 13 is a closed or open type; the throttling control valve 10 may not be provided with the throttling channel 13.
  • the throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.
  • Figures 11 to 13 are graphs of the effective lift of the valve of the present invention as a function of the crank angle.
  • FIG. 11 is a graph when the effective valve lift ⁇ of the present invention is equal to the actual valve lift HI.
  • the throttle control valve 10 lift H2 is 0, the controllable time section area is also 0, and the engine is running in a high load or overload state.
  • the throttle control valve 10 does not control the effective phase, working time and effective lift, but it can control the intensity of the fluid vortex (tumble).
  • FIG. 12 is a graph when the valve effective lift ⁇ of the present invention is zero.
  • the throttle control valve 10 lift H2 is equal to the actual lift HI of the valve 9.
  • the entire interval is a controllable time section area, and the engine is running at a low load or low temperature starting state.
  • the throttle control valve 10 controls the effective phase, working time, effective lift, and fluid vortex intensity.
  • Fig. 13 is a graph showing the effective valve lift ⁇ of the present invention when the valve actual lift HI-the throttle control valve lift H2.
  • ⁇ is greater than 0, the upper area in the section is the effective time section, and the rest is the controllable time section area.
  • the throttle control valve 10 lift H2 is controlled by the throttle control gang drive mechanism 1.
  • the engine is running in the middle and low load state. .
  • the throttle control valve 10 controls the effective phase, working time, effective lift, and fluid vortex intensity.
  • the present invention has obvious advantages and beneficial effects. From the above technical solutions, the present invention has the following advantages:
  • valve opening and closing phases can be flexibly adjusted
  • valve opening and closing time can be adjusted flexibly
  • the fluid vortex intensity can be adjusted flexibly
  • the invention changes the valve phase, working time, lift, and fluid vortex intensity through independent relative movement between the intake and exhaust valves (throttle valve) and the throttle control valve.
  • Valve and its horse moving mechanism The movement remains the same, and the throttle control and corresponding control mechanism are added. Its working principle is completely different from the current variable valve timing mechanism.
  • flexible control ventilation can be implemented in the whole range of operating conditions. (Or fluid movement) process, the present invention has the following characteristics:
  • the design scheme can be applied to a single intake valve and / or exhaust valve of each gas rainbow, or multiple intake valves and / or exhaust valves of each cylinder;
  • the independent relative movement between the throttle valve and the throttle control valve flexibly changes the effective phase, working time, effective lift, and fluid vortex intensity of the valve. It can implement hardware programming control and maximize the use of software control. Superiority makes the engine's working mode more diverse, selectable, and low power consumption;
  • the low-temperature starting performance can be significantly improved, and sequential starting can be realized, and the starting power consumption is greatly reduced; As the technical bottleneck of low-temperature starting is broken, other related performances are greatly improved.
  • Emissions indicators can be improved to facilitate EGR (exhaust gas recirculation) control
  • the acceleration performance is further improved; the engine has a low idle speed and good stability;
  • the present invention is suitable for use in other design schemes in which the time section of the throttle control valve is actuated in different ways and the fluid vortex intensity is flexibly changed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un dispositif de commande souple de facteur temporel de fermeture/ouverture de soupape. Ce dispositif comprend un obturateur des gaz, un assemblage de commande de l'obturateur et un mécanisme d'entraînement de l'obturateur, tous ces éléments étant présents dans le système d'admission ou d'échappement. L'obturateur de gaz est disposé dans un espace, formé par la soupape, le siège de soupape et le conduit de fluide dans un carter. L'axe de l'obturateur est parallèle ou concentrique à l'axe de la tige guide de soupape. La surface de section de travail du conduit de fluide, la phase de travail, la durée de travail et la hauteur de la course de l'ouverture/fermeture de la soupape, ainsi que la force tourbillonnaire du fluide peuvent être régulées par le déplacement relatif entre la soupape et l'obturateur. Le dispositif permet une amélioration de la consommation de carburant, une meilleure maîtrise du bruit, des émissions, et il convient aussi avec un usage direct de recyclage des gaz d'échappement.
PCT/CN2002/000504 2001-07-18 2002-07-18 Dispositif de commande souple de facteur temporel WO2003008769A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EA200400493A EA005445B1 (ru) 2001-07-18 2002-07-18 Устройство управления поперечным сечением и непрерывно изменяющимися во времени параметрами
US10/489,881 US20040261740A1 (en) 2001-07-18 2002-07-18 Flexible control device for time-section factor
EP02752957A EP1422386A1 (fr) 2001-07-18 2002-07-18 Dispositif de commande souple de facteur temporel

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN01114591.9A CN1397719A (zh) 2001-07-18 2001-07-18 柔性时间截面控制装置
CN01114591.9 2001-07-18

Publications (1)

Publication Number Publication Date
WO2003008769A1 true WO2003008769A1 (fr) 2003-01-30

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ID=4661227

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Application Number Title Priority Date Filing Date
PCT/CN2002/000504 WO2003008769A1 (fr) 2001-07-18 2002-07-18 Dispositif de commande souple de facteur temporel

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US (1) US20040261740A1 (fr)
EP (1) EP1422386A1 (fr)
CN (1) CN1397719A (fr)
EA (1) EA005445B1 (fr)
WO (1) WO2003008769A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102797532B (zh) * 2011-05-23 2017-03-08 邓国峰 可变时间截面控制装置
CN109312642B (zh) * 2016-06-02 2021-06-15 沃尔沃卡车集团 阀装置和阀引导件

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4094277A (en) * 1975-06-24 1978-06-13 Tokyo Jidosha Kogyo Kabushiki Kaisha Intake valve mechanism for preventing back flow of exhaust gas
US4836154A (en) * 1987-08-18 1989-06-06 Bergeron Charles W Poppet valve assembly with apertures
US5431133A (en) 1994-05-31 1995-07-11 General Motors Corporation Low mass two-step valve lifter
DE4404145A1 (de) 1994-02-09 1995-08-10 Schaeffler Waelzlager Kg Schalteinrichtung in einem Ventiltrieb
CN1285461A (zh) * 1999-08-24 2001-02-28 邓国峰 柔性时间截面流体控制装置
US6237549B1 (en) * 1999-04-21 2001-05-29 Acro-Tech, Inc Vented valve mechanism for internal combustion engines

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3762381A (en) * 1972-10-30 1973-10-02 S Dave Variable internal combustion engine valve operating system
US3911873A (en) * 1972-10-30 1975-10-14 Sharad M Dave Variable internal combustion engine valve operating system
US5358212A (en) * 1993-10-08 1994-10-25 Copes-Vulcan, Inc. Poppet valve having external adjustment for a flow restrictor

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4094277A (en) * 1975-06-24 1978-06-13 Tokyo Jidosha Kogyo Kabushiki Kaisha Intake valve mechanism for preventing back flow of exhaust gas
US4836154A (en) * 1987-08-18 1989-06-06 Bergeron Charles W Poppet valve assembly with apertures
DE4404145A1 (de) 1994-02-09 1995-08-10 Schaeffler Waelzlager Kg Schalteinrichtung in einem Ventiltrieb
US5431133A (en) 1994-05-31 1995-07-11 General Motors Corporation Low mass two-step valve lifter
US6237549B1 (en) * 1999-04-21 2001-05-29 Acro-Tech, Inc Vented valve mechanism for internal combustion engines
CN1285461A (zh) * 1999-08-24 2001-02-28 邓国峰 柔性时间截面流体控制装置

Also Published As

Publication number Publication date
EP1422386A1 (fr) 2004-05-26
US20040261740A1 (en) 2004-12-30
CN1397719A (zh) 2003-02-19
EP1422386A9 (fr) 2004-07-28
EA005445B1 (ru) 2005-02-24
EA200400493A1 (ru) 2004-08-26

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