WO2008008583A1 - Contrôle de la durée d'une intervention de soupape via un arbre à cames de fermeture secondaire doté d'un déphaseur - Google Patents

Contrôle de la durée d'une intervention de soupape via un arbre à cames de fermeture secondaire doté d'un déphaseur Download PDF

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Publication number
WO2008008583A1
WO2008008583A1 PCT/US2007/070936 US2007070936W WO2008008583A1 WO 2008008583 A1 WO2008008583 A1 WO 2008008583A1 US 2007070936 W US2007070936 W US 2007070936W WO 2008008583 A1 WO2008008583 A1 WO 2008008583A1
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WO
WIPO (PCT)
Prior art keywords
valve
camshaft
engine
primary
cam
Prior art date
Application number
PCT/US2007/070936
Other languages
English (en)
Inventor
David B. Roth
Original Assignee
Borgwarner Inc
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 Borgwarner Inc filed Critical Borgwarner Inc
Publication of WO2008008583A1 publication Critical patent/WO2008008583A1/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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0047—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

Definitions

  • the improved concept pertains to the field of engine valve actuation systems. More particularly, it pertains to an improved system for controlling the duration of the valve event for engines having multiple controlled valves.
  • valves are used to control the flow to and from the variable volume chamber of each cylinder. These valves are conventionally operated in timed relationship to the output or drive shaft so that valves open and close at specific times in the cycle of operation.
  • valve opening and closing may be varied in order to obtain optimum performance in response to inputs from sensors that monitor the operating parameters of the engine. For example, it is desirable under high speed, high load conditions to maintain a long period when the valve is in an open condition and exhibit a rapid rate of opening and closing in order to improve volumetric efficiency and increase engine output. But, such valve timing provides generally poor running conditions under low speed, low load conditions. The reason is that in order to obtain maximum power output, it is necessary to charge the combustion chamber with the maximum possible amount of combustion ingredients (e.g. fuel and air mixture). However, when running at low speeds and low loads, long valve opening intervals reduce the amount of inducted charge due to flow reversals at the beginning and/or end of the valve lift event.
  • combustion ingredients e.g. fuel and air mixture
  • Additional uses of varied intake and exhaust valve events include the control of emissions from spark-ignition and diesel engines, mainly through control of internal Exhaust Gas Residuals, and the enabling of alternate modes of combustion such as HCCI and CAI.
  • Both spark ignition and diesel engines typically use a camshaft to control the opening and closing of intake and exhaust valves.
  • the open period of the valves is referred to as “duration” or “dwell” and is determined by the fixed shape of the lobes of the cams.
  • the shape of lobes of these cams establishes the primary valve event control duration. This cam lobe profile cannot be varied without replacing the camshaft with another having a different lobe or "ramp" profile for the cams.
  • the opening and closing points of the valves can be varied but the actual duration or dwell of the valve opening remains fixed. While this is of some use for performance and efficiency enhancement, as well as improving emissions, the degree of improvement is limited compared to a system that can also adjust the valve-event duration.
  • U.S. Patent No. 5,178,105 to Norris discloses a valve gearing device for internal combustion engines using two cams rotating about two separate but parallel shafts. Each cam contacts one side of a triangularly shaped "follower" positioned on the upper surface of each engine valve tappet.
  • a cam phasing device is used to vary the phase of one of the cams relative to the other.
  • the cam lobes have ascending and descending portions (or “ramps") that, in combination, adjust the position of the follower in response to phase changes.
  • the movement of the follower on the surface of the tappet controls the timing and duration of the opening and closing of the valve.
  • a hydraulic actuator interacts with the main camshaft to impart a periodic stroke to open and close each valve according to a pre-set cam profile.
  • a second, or control, camshaft interacts with a pressure relief device on the hydraulic actuator.
  • the second camshaft is controlled by a phasing device mounted at its driven end. In response to phase changes, the second camshaft regulates the discharge of hydraulic fluid from the actuator, thus modulating the duration of the valve opening.
  • Miller cycle in which the intake valves are held open during a portion of the compression stroke.
  • a standard cam mechanism axially moves an actuator rod which engages one end of a rocker arm. The rocker arm pivots at its approximate mid point while one end contacts the stem of an intake valve to urge the valve to open and close in response to the rotation of the cam.
  • a microprocessor monitors engine operating conditions and controls a hydraulic fluid actuator chamber, which in turn, urges an actuator rod into engagement with the rocker arm to hold the intake valve in the open position for a longer duration, as desired.
  • the actuator rod operates independently from the action of the primary cam.
  • U.S. Patent No. 7,011,056, Melchior discloses two parallel camshafts, each one operating either the intake valves or the exhaust valves of an engine. Cams on each camshaft operate in tandem to advance or retard the opening and closing of each valve. A phasing device located at the front end of at least one of the camshafts regulates the phase angle between the two camshafts. Each valve is actuated by pressurized hydraulic fluid that is contained within a pressure chamber. A piston attached to the end of the valve stem controls the movement and location of the valve in response to changes in the pressure of the hydraulic fluid in the chamber during the valve cycle. Depending on the phase angle, both cams operate in tandem to either increase or decrease pressure in the pressure chamber. Increased pressure will keep the piston from retracting, which in turn, maintains the valve in the open position. The cams cannot operate independently. They are designed to cooperate with each other to control the duration of the valve event.
  • the improved valve event control system includes a primary camshaft that operates a valvetrain in the conventional way, such as by a pushrod cam-in-block, overhead camshaft end pivot, center pivot or direct acting tappet. This portion of the valvetrain provides the base valve motion to the valvetrain.
  • the base valve motion curve is the shortest duration required by the engine, whether for the intake or the exhaust valves.
  • a secondary camshaft is placed in operative engagement with the valvetrain, acting either on the rocker arm or directly on the tappet, as dictated by the design of the valvetrain.
  • the secondary camshaft provides a slightly lower lift and has a shorter duration valve motion curve. It is phased with respect to the primary camshaft by a conventional cam phasing device.
  • the secondary camshaft If the secondary camshaft is in the fully advanced position, it has no influence on valve motion, which is controlled by the primary camshaft. As the secondary camshaft is progressively retarded by a cam phasing device, it inhibits the motion of the valvetrain to close the valve, thereby extending the duration of the valve event. The duration of the open time of the valve is determined by the difference in the phase angle.
  • the advantages provided by the present invention are as follows. It extends the operating range of the homogeneous charge compression ignition (“HCCI”) mode of combustion by controlling the time of the closing of the intake valve, thus optimizing the effective compression ratio.
  • HCCI homogeneous charge compression ignition
  • Miller or Atkinson cycle operation can be enabled.
  • the effective compression ratio By varying the effective compression ratio, the ability to control NOx emissions is improved. Also, cold-start capabilities as well as compromises resulting from fixed valve event volumetric efficiencies throughout the entire range of engine speed are improved.
  • Varying the effective compression ratio can also improve cold start quality. If the exhaust valve opening timing is varied, engine efficiency and power output is improved by optimizing the effective expansion ratio and exhaust pumping capabilities.
  • a phasing device may also be added to the primary intake and/or exhaust camshaft to vary the effects of valve overlap and inertia cylinder charging throughout the full range of engine speeds.
  • Fig. 1 shows a schematic representation of the improved valve event control mechanism installed on a conventional center pivot rocker arm valvetrain.
  • Fig. IA shows a top plan view of the cam arrangement of the improved valve event control mechanism above the cylinder head of a typical engine.
  • Fig. 2 shows a graph of the curve of the basic valve duration and lift compared to the extended duration effects of the improved device.
  • Fig. 3 shows a cam-in-block coupled with an overhead cam valvetrain.
  • Fig. 4 shows a dual cam-in-block valvetrain mechanism.
  • Fig. 5 shows a variation of the valvetrain mechanism of Figure 4 with the cams acting directly on the center pivot rocker arm.
  • Fig. 6 shows an end pivot rocker arm with two overhead cam devices.
  • Fig. 7 shows an overhead cam end pivot rocker arm with a bucket tappet.
  • Figure 1 shows one embodiment of the valve event control device 10.
  • a conventional valvetrain used within either a diesel or a spark ignition engine is shown.
  • the valves shown in the appended Figures can be either intake or exhaust valves.
  • Figure 1 shows a center pivot rocker arm valvetrain. This includes a valve 12 that is non- permanently engaged with a valve seat 14.
  • the valve seat 14 separates passage 16 from the combustion chamber 20 of cylinder 22.
  • the volume of the combustion chamber 20 varies with the reciprocal motion of the piston 24 within cylinder 22.
  • Passage 16 provides the route for the ingress of the combustible fuel mixture into the combustion chamber 20 for intake valvetrains or the route for the egress of exhaust gases after combustion for exhaust valvetrains.
  • valve 12 The stem 18 of valve 12 is slidably disposed within a shaft 26 in the cylinder head 28 of the engine.
  • a spring 30 acts upon a spring retainer 32, which is securely affixed to the shaft of stem 18, to default bias the valve 12 into full abutment with the valve seat 14.
  • the upper end of valve stem 18 loosely abuts rocker arm 40 in proximity to a first end 42.
  • Rocker arm 40 pivots about axis 46 substantially at a mid point between first end 42 and second end 44.
  • the opening and closing of the valve 12 is controlled by a primary camshaft, which contains a plurality of integral cams as represented herein by primary cam 50.
  • Primary cam 50 rotates about the axis 51 of the primary camshaft and has ascending 53a and descending 53d ramp portions terminating in an eccentric lobe 54.
  • the primary cam 50 rotates so that, as the ascending ramp 53a slides along the surface of the rocker arm 40, the rocker arm 40 pivots about its axis 46 and the valve stem 18 is urged downward which begins to open the valve 12.
  • the maximum "lift” of the valve 12 is achieved when the lobe portion 54 of the primary cam 50 contacts the surface of the rocker arm 40.
  • the valve 12 begins to progressively close and approach full engagement with the valve seat 14 as the primary camshaft continues its rotation and the descending ramp 53d progressively slides across the surface of the rocker arm 40.
  • Figure IA is top plan view of a schematic representation of the cylinder head of a typical engine.
  • the cylinder head 28 contains a plurality of cylinders 22 (two are shown in this figure). Each cylinder has at least one intake and at least one exhaust valve 12.
  • Figure IA only shows one valvetrain, which can be either an intake or exhaust valvetrain.
  • Primary camshaft 55 is driven by sprocket 82, which in turn, is driven by a chain or belt that is connected to a sprocket attached to the drive shaft (not shown) of the engine.
  • the primary camshaft 55 contains a plurality of integral cams 50, each of which engages a pivotable rocker arm 40.
  • a secondary camshaft 72 also contains a plurality of cams 70, each of which engaging its respective rocker arm 40.
  • the end of the secondary camshaft 72 may be connected to phasing device 85, which is driven by the belt or chain driven power transmission system of the engine.
  • Alternative cam drive arrangements include the primary cam driving the secondary cam phaser, the primary cam phaser driving the secondary cam phaser or the secondary cam phaser being driven from the crankshaft or an idler sprocket of a multi-stage cam drive system.
  • the present invention achieves this by providing a separate, secondary, camshaft 72 to act upon the valvetrain.
  • a secondary cam 70 which is integral with the secondary camshaft 72, is driven by the rotation of the secondary camshaft about axis 71.
  • the secondary camshaft 72 is controlled by a conventional engine timing phasing device 85.
  • Exemplary phasing devices include oil pressure actuated, torsion assist and cam torque actuated phasing mechanisms. These devices respond to inputs from the continuous monitoring of engine performance and emissions by at least one sensor and then accordingly adjust the phase angle between the primary camshaft and the secondary camshaft. If the engine is operating at optimum conditions, the phasing device will not alter the phase angle between the primary 55 and secondary 72 camshafts and the secondary camshaft 72 will have no effect on the valve event. If however, phase angle adjustment is required, the phasing device 85 changes the phase angle between the two camshafts.
  • the secondary cam 70 When the phase angle of the secondary camshaft 72 is retarded with respect to the phase angle of the primary camshaft 55, the secondary cam 70 will rotate to prevent the rocker arm 40 from allowing the valve 12 to return to the valve seat 14, thus extending the duration of opening of the intake valve.
  • the effect of the phase shifted secondary cam on the duration of the valve opening is represented by the phantom line 62 in Figure 2.
  • the amount of time that the valve is held open is variable and is controlled by the phase angle difference as dictated by the phasing device.
  • the improved device may also be utilized with respect to the exhaust valves of a diesel engine.
  • the primary cam 50 controls the normal opening and closing of the valve 12.
  • the secondary cam 70 prevents the closing of the exhaust valve for a period of time sufficient to alter the amount of exhaust gases remaining in the combustion chamber 20.
  • the valve event control device 10 extends the operating range of the homogeneous charge compression ignition mode of combustion.
  • the operation of the device can be mirror- imaged to have the secondary camshaft advance the valve opening time and therefore the valve event duration. This will be particularly useful in a Diesel engine where the exhaust opening is useful for controlling and extending the range of the HCCI mode of combustion.
  • a phasing device to the primary camshaft of either the exhaust or intake valvetrains.
  • the addition of a primary camshaft phasing device, coupled with a secondary camshaft phasing device, provides a limited degree of valve overlap control over and above the duration control that is provided by having only secondary camshaft phasing. This allows for the ability to vary the internal exhaust gas residual, as necessary.
  • the improved valve event control device provides benefits to spark ignition engines.
  • spark ignition engines When installed on the intake valvetrains of these engines, by delaying the closing of the intake valve in response to changing engine conditions and/or emission quality, the compression ratio within the combustion chambers of the cylinders can be varied to provide optimal operating conditions. Further, varying the duration of the opening of the intake valve in such engines improves cold engine start up quality as well as optimizing compromises made to fixed valve event volumetric efficiencies that occur throughout the full range of engine speeds.
  • valve event control device on the exhaust valvetrain provides added benefits to the efficient operation of the engine. Varying the duration of the opening of the exhaust valves provides a means to optimize engine operating parameters and power output that are affected by the tradeoff between an effective expansion ratio and exhaust pumping efficiencies.
  • a phasing device can be added to the primary camshaft of either or both of the intake or exhaust valvetrains to vary the degree of valve overlap control in addition to the duration control provided by the phasing device operating on the secondary camshaft.
  • An added benefit of the addition of a primary camshaft phasing device is improved inertia cylinder charging throughout a wider range of engine speeds.
  • valvetrain is an overhead cam coupled with a cam-in-block design.
  • the valve 12 may be either an exhaust valve or an intake valve and has a stem 18 that slides within a shaft 26 in the cylinder head 28 of the engine.
  • the valve 12 is default biased into non-permanent abutment with a valve seat (not shown) by a spring 30.
  • a primary cam 50 of the primary camshaft (not shown) provides the normal operating function for the full cycle of the valve event.
  • a rocker arm 40 pivots about an axis 46 which is substantially equidistant between a first end 42 and a second end 44 of the rocker arm.
  • a secondary cam 70 rotating about the axis 71 of a secondary camshaft (not shown) is operatively engaged with a substantially vertically traversing push rod 75 via an optional cam roller 73.
  • Push rod 75 and secondary camshaft 70 are contained within a secondary shaft 74 and cavity 78, respectively, in the engine block 80.
  • the phase angle of the secondary camshaft is controlled by the phasing device (not shown). As explained above with respect to the embodiment of Figure 1, when the phasing device varies the phase angle between the primary and secondary camshafts the secondary cam 70 is out of phase with the primary cam 50.
  • the secondary cam 70 urges the push rod 75 to prevent the rocker arm 40 from allowing the closing of the valve 12 for an extended duration of time as dictated by the phase angle differential.
  • this example shows the primary cam as being in the overhead position, the primary cam may be located in the engine block 80 and the secondary cam may be located in the overhead position.
  • Figure 4 shows a schematic representation of a variation of the valvetrain configuration of Figure 3.
  • both the primary and secondary camshafts are located within cavities 78 in the engine block 80.
  • Either camshaft may be the primary as required by design consideration.
  • FIG. 5 shows a schematic variation of the valvetrain of Figure 4.
  • both cams act upon the same end of the pivoting rocker arm 40.
  • the primary cam 50 and the secondary cam 70 either directly contact the rocker arm 40 or transmit movement to the rocker arm through cam rollers 73.
  • either the cam closest to the pivot point 46 may be the primary cam device or the cam nearest the second end 44 of the rocker 40 may be the primary device.
  • FIG. 6 A variation on the valvetrain arrangements described above is shown in Figure 6.
  • This is an end-pivot rocker arm valvetrain.
  • the end of the valve stem 18 contacts the rocker arm 40 in proximity to the first end 42 of the rocker arm.
  • the rocker arm pivots in proximity to its second end 44 at a point of contact with one end of a lash adjuster 90.
  • the lash adjuster 90 may be either hydraulically or mechanically driven and continuously adjusts for variations in the seating of the valve 12 in its valve seat (not shown) by wearing of the components of the valvetrain over time.
  • the primary cam 50 is shown to be substantially overhead the valve stem 18 in proximity to the first end 42 of the rocker arm 40 and the secondary cam 70 contacts the rocker arm at a point substantially equidistant from the first end 42 and the second end 44.
  • an optional cam roller 73 provides the interface between the cam 70 and the rocker arm 40.
  • the positions of the primary and secondary cams can be reversed from what is shown in this Figure.
  • Some engine designs utilize a bucket tappet 95 as an interface between the end of the valve stem 18 and the rocker arm 40, as shown in the schematic drawing of Figure 7.
  • the rocker arm in this example pivots at its second end 44 at a point of contact with a mechanical or hydraulic lash adjuster 90.
  • Both the primary cam 50 and the secondary cam 70 contact the upper surface of the rocker arm 40.
  • Secondary cam 70 contacts an optional cam roller 73.
  • Primary cam 50 is not shown to contact a cam roller, but one may be provided, as design requirements may dictate. Further, as with the previously described valvetrain arrangements, the positions of the primary and secondary cams may be reversed from what is shown in this Figure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un dispositif de contrôle de la durée d'intervention de la soupape pour un moteur à combustion interne multicylindre doté d'au moins un échappement et d'au moins une soupape d'admission pour chaque cylindre. Le dispositif de contrôle comprend un arbre à cames principal destiné à contrôler l'ouverture et la fermeture de l'échappement ou des soupapes d'admission et un arbre à cames secondaire dont le fonctionnement est indépendant de celui de l'arbre à cames principal. Un dispositif déphaseur classique fait varier l'angle de phase de l'arbre à cames secondaire par rapport à celui de l'arbre à cames principal pour étendre la durée de la fermeture soit de l'admission soit des soupapes d'échappement indépendamment du degré de course de chaque soupape.
PCT/US2007/070936 2006-07-10 2007-06-12 Contrôle de la durée d'une intervention de soupape via un arbre à cames de fermeture secondaire doté d'un déphaseur WO2008008583A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US80682806P 2006-07-10 2006-07-10
US60/806,828 2006-07-10

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WO2008008583A1 true WO2008008583A1 (fr) 2008-01-17

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9650924B2 (en) 2014-03-07 2017-05-16 Electro-Motive Diesel, Inc. Engine control system having quick-open valve timing

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2907311A (en) * 1957-09-04 1959-10-06 Waldron Frederic Barnes Valve operating mechanism of reciprocating internal combustion engines
DE3418361A1 (de) * 1984-05-17 1984-10-18 Herbert Dipl.-Ing. 8000 München Gohle Vorrichtung zur verringerung der drosselverluste bei kolbenmotoren unter teillast durch phasenanschnittsteuerung der ventile
EP1050669A2 (fr) * 1999-05-05 2000-11-08 Adam Opel Ag Dispositif de commande de soupape à levée variable pour moteur à combustion interne
EP1493908A2 (fr) * 2003-07-03 2005-01-05 HONDA MOTOR CO., Ltd. Dispositif de commande pour un moteur à combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2907311A (en) * 1957-09-04 1959-10-06 Waldron Frederic Barnes Valve operating mechanism of reciprocating internal combustion engines
DE3418361A1 (de) * 1984-05-17 1984-10-18 Herbert Dipl.-Ing. 8000 München Gohle Vorrichtung zur verringerung der drosselverluste bei kolbenmotoren unter teillast durch phasenanschnittsteuerung der ventile
EP1050669A2 (fr) * 1999-05-05 2000-11-08 Adam Opel Ag Dispositif de commande de soupape à levée variable pour moteur à combustion interne
EP1493908A2 (fr) * 2003-07-03 2005-01-05 HONDA MOTOR CO., Ltd. Dispositif de commande pour un moteur à combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9650924B2 (en) 2014-03-07 2017-05-16 Electro-Motive Diesel, Inc. Engine control system having quick-open valve timing

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