WO2015098219A1 - 排気弁駆動装置およびこれを備えた内燃機関 - Google Patents

排気弁駆動装置およびこれを備えた内燃機関 Download PDF

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Publication number
WO2015098219A1
WO2015098219A1 PCT/JP2014/075754 JP2014075754W WO2015098219A1 WO 2015098219 A1 WO2015098219 A1 WO 2015098219A1 JP 2014075754 W JP2014075754 W JP 2014075754W WO 2015098219 A1 WO2015098219 A1 WO 2015098219A1
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WO
WIPO (PCT)
Prior art keywords
exhaust valve
piston
cylinder
hydraulic pressure
internal combustion
Prior art date
Application number
PCT/JP2014/075754
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
石田　裕幸
村田　聡
直樹 奥村
晃洋 三柳
順之 溝口
潤 柳
浩二 江戸
Original Assignee
三菱重工業株式会社
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 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to CN201480062833.9A priority Critical patent/CN105814290B/zh
Priority to KR1020167035103A priority patent/KR20160147070A/ko
Priority to KR1020167011745A priority patent/KR101727872B1/ko
Publication of WO2015098219A1 publication Critical patent/WO2015098219A1/ja

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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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
    • F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically

Definitions

  • the present invention is a hydraulically operated exhaust valve drive apparatus in which a piston provided at a shaft end of an exhaust valve is pressed by a hydraulic pressure of hydraulic fluid discharged from a plunger driven by a cam to open the exhaust valve. And an internal combustion engine provided with the same.
  • This type of exhaust valve drive device can be controlled by operating the hydraulic pressure so that the open / close timing of the exhaust valve becomes optimal in accordance with the operation load of the internal combustion engine. For example, in a large marine low-speed two-stroke cycle diesel engine, by delaying the timing at which the exhaust valve closes during high load operation, the internal cylinder pressure can be prevented from becoming too high for compression of the internal combustion engine. It can be enhanced. In addition, it is possible to reduce the speed at which the exhaust valve closes and prevent the exhaust valve from being hit against the valve seat, thereby suppressing damage, wear and the like of the exhaust valve and the valve seat.
  • Patent Document 1 discloses a hydraulically operated exhaust valve drive device in which the timing at which the exhaust valve closes is delayed as described above.
  • the piston 10 provided at the axial end of the exhaust valve 5 and pressing the exhaust valve 5 in the valve opening direction is a two-stage piston provided with a large diameter portion and a small diameter portion.
  • the cylinder 4 with which it slides is also a two-stage cylindrical shape provided with a large diameter bore and a small diameter bore.
  • the hydraulic oil pumped from the hydraulic pump driven by the cam is supplied to the small diameter bore of the cylinder 4 through the oil passage 11, and the hydraulic pressure depresses the piston 10 to open the exhaust valve 5.
  • the exhaust valve 5 is closed, the exhaust valve 5 is closed at a high speed until the small diameter portion of the piston 10 enters the small diameter bore of the cylinder 4, and the small diameter portion of the piston 10 enters the small diameter bore of the cylinder 4
  • the hydraulic oil sealed between the small diameter portion of the piston 10 and the large diameter portion of the cylinder 4 flows into the small diameter portion of the cylinder 4 through the gap between the cylinder 4 and the piston 10
  • the flow resistance at this time acts as a buffer on the movement of the piston 10, and the closing speed of the exhaust valve 5 decreases. For this reason, the exhaust valve 5 seats at a relatively slow speed and is protected from the impact due to the collision with the valve seat.
  • the present invention has been made in view of such circumstances, and it is possible to change the timing at which the exhaust valve closes with a simple configuration suitable for a marine internal combustion engine, and to adapt the characteristics of the internal combustion engine to the operating situation.
  • an exhaust valve drive device and an internal combustion engine provided with the same.
  • an exhaust valve drive of the present invention and an internal combustion engine provided with the same adopt the following means.
  • a hydraulic pressure is intermittently supplied to the cylinder at a predetermined valve opening timing by being driven by a piston provided in an exhaust valve of an internal combustion engine, a cylinder in which the piston is accommodated, and a cam.
  • the recess of the cylinder can be varied in depth by the actuator and the control means.
  • the depth of the recess is small, the amount of hydraulic oil sealed between the protrusion and the cylinder decreases, so the shock absorbing action of the piston decreases and the exhaust valve is closed at the valve closing timing determined by the cam profile. Close, close at a relatively fast timing.
  • the exhaust valve closes at a timing later than the valve closing timing determined by the cam profile.
  • the timing at which the exhaust valve closes can be made earlier or later by changing the depth of the recess provided on the cylinder side, so that the characteristics of the internal combustion engine can be adapted to the operating situation.
  • control means controls the actuator such that the depth of the recess increases as the load on the internal combustion engine increases.
  • the timing at which the exhaust valve closes is delayed.
  • the durability of the internal combustion engine can be enhanced by preventing the compression pressure of the in-cylinder gas from becoming too high during high load operation.
  • a hydraulic pressure is intermittently supplied to the cylinder at a predetermined valve opening timing by being driven by a piston provided in an exhaust valve of an internal combustion engine, a cylinder in which the piston is accommodated, and a cam.
  • Hydraulic pressure supply means for pressing the piston to open the exhaust valve, a valve closing biasing means for biasing the exhaust valve in the valve closing direction, and a leak for releasing the hydraulic pressure generated by the hydraulic pressure supply means
  • the hydraulic pressure supply means when the hydraulic pressure supply means is driven by the cam, the hydraulic pressure is supplied to the cylinder at a predetermined valve opening timing, whereby the piston inside the cylinder is pressed and the exhaust valve Is opened. Further, when the hydraulic pressure supply to the cylinder is interrupted, the exhaust valve is closed by the biasing force of the valve closing and biasing means.
  • the flow rate adjustment means By controlling the flow rate adjustment means, it is possible to adjust the amount of leakage of the hydraulic oil supplied from the hydraulic pressure supply means to the outside. When the leak amount is reduced, the closing speed of the exhaust valve is decreased, and when the leak amount is increased, the closing speed of the exhaust valve is increased.
  • the timing at which the exhaust valve closes can be made earlier or later. It can be adapted.
  • control means controls the flow rate adjusting means such that the passage area of the leak passage decreases as the load on the internal combustion engine increases. According to this configuration, the timing at which the exhaust valve closes is delayed as the load on the internal combustion engine increases, and the compression pressure of the in-cylinder gas is prevented from becoming too high during high load operation to improve the durability of the internal combustion engine. it can.
  • a third aspect of the present invention is an internal combustion engine provided with the exhaust valve drive device described in any of the above.
  • the timing at which the exhaust valve closes can be changed by a simple configuration suitable as a marine internal combustion engine.
  • the characteristics of the internal combustion engine can be adapted to the operating conditions, and the reliability and durability of the internal combustion engine can be enhanced, and also contributing to fuel saving and the like.
  • FIG. 2 is an enlarged view of a portion II of FIG. 1, in which (a) shows a state before the projection of the piston is inserted into the recess of the cylinder, and (b) shows a state where the projection of the piston starts to be inserted into the recess of the cylinder It is a longitudinal cross-sectional view which shows.
  • FIG. 1 It is a figure which shows the other shape example of the convex part of a piston, and the recessed part of a cylinder, (a) shows the state before the convex part of a piston is inserted in the recessed part of a cylinder, (b) shows the convex part of a piston It is a longitudinal cross-sectional view which shows the state which began to be inserted in the recessed part of a cylinder.
  • (A) is a graph showing a cam lift amount in the first embodiment, (b) a working hydraulic pressure, and (c) a exhaust valve lift amount.
  • (A) is a graph showing a cam lift amount in the second embodiment, (b) a working hydraulic pressure, and (c) a exhaust valve lift amount.
  • FIG. 1 is a schematic configuration view showing an exhaust valve drive device according to a first embodiment of the present invention.
  • the exhaust valve drive device 1 is provided in a diesel engine (internal combustion engine) for a ship main engine.
  • a diesel engine for ship's main engine (hereinafter referred to as “diesel engine”) is, for example, a low-speed two-stroke cycle engine, and employs a uniflow type which scavenges unidirectionally so as to supply air from below and exhaust upward. ing.
  • the output from the diesel engine is directly or indirectly connected to the screw propeller via a propeller shaft (not shown).
  • the exhaust valve drive device 1 includes an exhaust valve 5 for opening and closing an exhaust flow path formed in a cylinder head 3 of a diesel engine, a piston 7 provided for the exhaust valve 5, and a piston
  • the apparatus (valve closing biasing means) 15, the actuator 17 and the control device (control means) 19 are provided.
  • the piston 7 is connected to the upper end of the shaft portion 5 a of the exhaust valve 5 extending in the vertical direction, and reciprocates in the cylinder 9 in the vertical direction as the exhaust valve 5 is opened and closed.
  • One end 11 a of the hydraulic path 11 is connected to the hydraulic chamber 21 formed by the piston 7 and the cylinder 9.
  • an orifice path 25 extends from the hydraulic chamber 21.
  • the orifice path 25 is provided with an orifice 27 which is a fixed throttle.
  • the exhaust valve 5 is always urged in the valve closing direction (upward) by the air spring device 15.
  • the hydraulic pressure supply device 13 includes a plunger 31, a cylinder 33, and a cam 35.
  • the plunger 31 is slidably inserted into the cylinder 33, and is in a pressure chamber 37 formed by the plunger 31 and the cylinder 33, which is always urged in the direction (downward) from the cylinder 33 by urging means not shown. Is connected to the other end 11 b of the hydraulic pressure passage 11.
  • a cam roller 41 is supported by a lower portion of the plunger 31 via a connecting shaft 39.
  • the cam roller 41 rolls on the outer peripheral surface of the cam 35 disposed below, that is, the cam profile.
  • the cam 35 is integrally provided on a cam shaft 43 that rotates in synchronization with the crankshaft of the diesel engine.
  • a low pressure hydraulic oil supply path 45 is branched from a branch point 11c.
  • a low pressure hydraulic oil source (not shown) is connected to the low pressure hydraulic oil supply path 45 via a check valve 47, and an oil pressure serving as a base used when opening and closing the exhaust valve 5 is supplied.
  • the check valve 47 is opened and the hydraulic oil (hydraulic pressure) is replenished from the low pressure hydraulic oil supply path 45. Further, the check valve 47 is closed when the pressure in the hydraulic path 11 is equal to or higher than a predetermined value, that is, at the time of the pressure stroke by the plunger 31.
  • a cylindrical convex 7a is formed at the center of the top of the piston 7.
  • the top area of the convex portion 7 a is smaller than the cross sectional area of the piston 7.
  • the diameter of the piston 7 is 80 mm
  • the diameter of the convex portion 7a may be about 50 mm
  • the height from the top surface of the convex portion 7 a may be about 60 mm. Or it is not limited to the ratio of this diameter.
  • a recess 9a in the form of a cylindrical hole is formed at the center.
  • the inner diameter of the recess 9a is set so that the protrusion 7a of the piston 7 is inserted through a gap of several millimeters when the piston 7 is lifted.
  • the depth h of the recess 9a can be changed in the range from zero to the same height as the height of the protrusion 7a.
  • the structure of the top portion of the cylinder 9 has a structure in which a cylindrical movable member 9c is densely provided around the cylindrical fixed member 9b located at the center and can be relatively moved up and down.
  • a space below the fixed member 9b and on the inner peripheral side of the movable member 9c is a recess 9a.
  • the hydraulic path 11 is open at the lower surface of the fixing member 9b.
  • the depth h of the recess 9a can be changed.
  • the movable member 9c is moved up and down by rotating the movable member 9c relative to the fixed member 9b with the power of the actuator 17 with a screw pair between the outer peripheral surface of the fixed member 9b and the inner peripheral surface of the movable member 9c. It is conceivable to change the depth of the recess 9a by moving it to. Note that a screw pair may be provided between the inner peripheral surface of the cylinder 9 and the outer peripheral surface of the movable member 9c.
  • control device 19 shown in FIG. 1 controls the actuator 17 to set the vertical position of the movable member 9c.
  • the controller 19 controls the actuator 17 so that the depth of the recess 9a increases as the load on the diesel engine increases.
  • the hydraulic pressure supply device 13 is driven by the cam 35 to intermittently supply the hydraulic pressure to the cylinder 9 at a predetermined valve opening timing, and presses the piston 7 to open the exhaust valve 5.
  • FIG. 4 is a graph showing the relationship between the lift amount (a) of the cam 35, the hydraulic pressure (b) in the hydraulic pressure chamber 21, and the lift amount (c) of the exhaust valve 5.
  • the solid line indicates the hydraulic pressure and the exhaust valve lift when the depth h of the recess 9a shown in FIG. 2A is zero.
  • the lift amount of the exhaust valve 5 increases, and the exhaust valve 5 is fully opened at time t3.
  • the piston 7 is pushed down, the volume of the hydraulic chamber 21 expands, so the hydraulic pressure in the hydraulic chamber 21 sharply decreases, but the hydraulic pressure necessary to keep the exhaust valve 5 open is maintained. Be done. Therefore, while the plunger 31 is maintained at the top dead center according to the profile of the cam 35, the lift amount of the exhaust valve 5 is also maintained at the maximum, and the exhaust valve 5 is maintained in the open state.
  • the hydraulic oil in the hydraulic chamber 21 smoothly flows into the hydraulic path 11 until the convex portion 7 a of the piston 7 is inserted into the concave portion 9 a of the cylinder 9.
  • the exhaust valve 5 is closed at a high speed.
  • the hydraulic pressure chamber 21 is formed in the room 21a formed around the convex portion 7a and inside the concave portion 9a. It is divided into rooms 21b.
  • the hydraulic oil in the room 21b is smoothly discharged from the hydraulic path 11 as it is, but the hydraulic oil sealed in the room 21a flows into the room 21b through the narrow gap between the room 21a and the room 21b. Are discharged from the hydraulic pressure path 11. For this reason, a large flow resistance accompanied by the hydraulic oil passing through the gap acts as a buffer action (cushion action) on the movement of the piston 7, the valve closing speed of the exhaust valve 5 decreases, and the exhaust valve 5 completely closes. Timing is delayed.
  • the exhaust valve 5 closes at a relatively early timing close to the valve closing timing determined by the profile of the cam 35.
  • the exhaust valve 5 is closed at a timing largely delayed from the valve closing timing determined by the profile of the cam 35.
  • the decreasing rate of the lift amount of the exhaust valve 5 is indicated by a broken line L1 when the pressure in the hydraulic chamber 21 is P1, and is indicated by a broken line L2 when the pressure in the hydraulic chamber 21 is P2. That is, as the depth h of the recess 9a becomes larger, the time until the exhaust valve 5 completely closes becomes longer (the valve closing timing becomes later). For this reason, the exhaust valve 5 is seated on the valve seat at a relatively slow speed, and is protected from an impact due to a collision with the valve seat.
  • the timing at which the exhaust valve 5 closes is made closer to the valve closing timing defined by the cam profile of the cam 35 or the valve closing specified.
  • the characteristics of the diesel engine can be adapted to the operating situation, as it can be later than the timing.
  • the controller 19 controls the actuator 17 such that the depth h of the recess 9a increases as the load on the diesel engine increases. Therefore, as the load on the diesel engine increases, the timing at which the exhaust valve 5 closes is delayed. As a result, it is possible to prevent the compression pressure of the in-cylinder gas from becoming too high during high load operation, and to improve the durability of the diesel engine.
  • FIGS. 3A and 3B are longitudinal sectional views showing another example of the shape of the convex portion 7 a of the piston 7 and the concave portion 9 a of the cylinder 9.
  • a convex portion 7 a provided on the top surface of the piston 7 is formed to cylindrically protrude from the periphery of the top surface of the piston 7.
  • the recess 9a provided on the ceiling surface of the cylinder 9 is formed as a cylindrical recess around the ceiling surface. That is, the radial inside / outside positional relationship between the convex portion 7a and the concave portion 9a shown in FIGS. 2 (a) and 2 (b) is reversed.
  • the depth h of the recess 9a can be changed in the range from zero to the same height as the height of the protrusion 7a.
  • the cylindrical movable member 9d provided at the center of the top of the cylinder 9 can move up and down, and when the movable member 9d protrudes from the ceiling surface of the cylinder 9, the inner peripheral surface of the cylinder 9 A recess 9a is formed between the and the outer peripheral surface of the movable member 9d.
  • the outer diameter of the movable member 9d is set such that the convex portion 7a of the piston 7 surrounds the periphery of the movable member 9d with a gap of about several millimeters when the piston 7 ascends.
  • the movable member 9d is driven up and down by the actuator 17 shown in FIG. 1, whereby the depth h of the recess 9a is changed.
  • the hydraulic path 11 opens at the lower surface of the movable member 9d.
  • the hydraulic oil in the room 21a is smoothly discharged from the hydraulic path 11 as it is, but the hydraulic oil sealed in the room 21b flows into the room 21a through the narrow gap between the room 21b and the room 21a. Are discharged from the hydraulic pressure path 11. For this reason, a large flow resistance accompanied by the hydraulic oil passing through the gap acts as a buffer action (cushion action) on the movement of the piston 7, the valve closing speed of the exhaust valve 5 decreases, and the exhaust valve 5 completely closes. Timing is delayed. As a result, the exhaust valve 5 can be protected from impact due to collision with the valve seat, and the characteristics of the diesel engine can be adapted to the operating conditions.
  • the length of time during which the buffer action (cushion action) by the flow resistance of the hydraulic oil acts becomes longer as the depth h of the recess 9a becomes larger, as in the case of the structure of FIGS. 2 (a) and 2 (b). . That is, the valve closing timing of the exhaust valve 5 can be delayed as the depth h of the recess 9a is increased.
  • the structure for changing the height of the recess 9a can be simplified as compared with the structure shown in FIGS. 2A and 2B.
  • FIG. 5 is a schematic configuration view showing an exhaust valve drive device according to a second embodiment of the present invention.
  • the exhaust valve drive device 51 differs from the exhaust valve drive device 1 of the first embodiment in that there are no convex portion on the top surface of the piston 7 and no concave portion on the ceiling surface of the cylinder 9, and a branch point of the hydraulic path 11
  • the leak passage 53 branches from 11 d, and a variable orifice (flow rate adjusting means) 55 for changing the passage area of the leak passage 53 is connected in the middle thereof.
  • the configuration and operation of the other parts are the same as those of the exhaust valve drive device 1 of the first embodiment, and therefore the same reference numerals are given to the respective parts and the description will be omitted.
  • the throttling amount of the variable orifice 55 is controlled by a controller (control means) 57.
  • the controller 57 controls the throttling amount of the variable orifice 55 so that the passage area of the leak passage 53 decreases as the load on the diesel engine increases.
  • a flow control valve or the like may be provided instead of the variable orifice 55.
  • the exhaust valve drive device 51 As in the exhaust valve drive device 1 of the first embodiment, when the hydraulic pressure supply device 13 is driven by the cam 35, the hydraulic pressure is supplied to the cylinder 9 at a predetermined valve opening timing. As a result, the piston 7 inside the cylinder 9 is pressed and the exhaust valve 5 is opened. When the hydraulic pressure supply to the cylinder 9 is discontinued, the exhaust valve 5 is closed by the biasing force of the air spring device 15.
  • a part of the hydraulic oil (hydraulic pressure) supplied from the hydraulic pressure supply device 13 leaks to the outside of the hydraulic path 11 from the variable orifice 55 provided in the leak passage 53.
  • the amount of oil returned from the cylinder 9 to the hydraulic pressure supply device 13 when the exhaust valve 5 is closed is smaller than the amount of oil pressure-fed to the cylinder 9 when pressurized by the hydraulic pressure supply device 13. Therefore, when the exhaust valve 5 is closed, the piston 7 can be properly raised to the top in the cylinder 9 to reliably close the exhaust valve 5.
  • variable orifice 55 By controlling the variable orifice 55, it is possible to adjust the amount of leakage of the hydraulic oil supplied from the hydraulic pressure supply device 13 to the outside. When the leak amount is reduced, the closing speed of the exhaust valve 5 is decreased, and when the leak amount is increased, the closing speed of the exhaust valve 5 is increased.
  • the timing at which the exhaust valve 5 closes can be made earlier or later. Can be adapted to the driving situation.
  • the leak passage 53 may not necessarily branch from the hydraulic pressure passage 11, and may branch from the cylinder 9, for example.
  • FIG. 6 is a graph showing the relationship between the lift amount (a) of the cam 35 in the exhaust valve drive device 51, the hydraulic pressure (b) in the hydraulic chamber 21 and the lift amount (c) of the exhaust valve 5.
  • the basic operation is the same as that of the exhaust valve drive device 1 according to the first embodiment described with reference to FIG.
  • the reduction state of the hydraulic pressure in the hydraulic chamber 21 corresponds to the reduction amount of the lift amount of the cam 35, as shown by the solid line in FIG. 6 (b). Further, the reduction state of the lift amount of the exhaust valve 5 is as shown by a solid line in FIG. 6C, and the timing at which the exhaust valve 5 is closed is delayed.
  • control device 57 controls the throttling amount of the variable orifice 55 so that the passage area of the leak passage 53 decreases as the load on the diesel engine increases. Therefore, as the load on the diesel engine increases, the timing at which the exhaust valve 5 closes can be delayed, and the compression pressure of the in-cylinder gas can be prevented from becoming too high during high load operation to improve the durability of the diesel engine.
  • a leak passage 53a connecting the hydraulic chamber 21 and the hydraulic passage 11 is provided, and a variable orifice 55a is provided in the leak passage 53a. It may be possible to adjust the time for the piston 7 to rise when the valve is closed.
  • the timing at which the exhaust valve 5 is closed by the simple configuration suitable for marine diesel engines As a result, the characteristics of the diesel engine can be adapted to the operating conditions, the reliability and durability of the internal combustion engine can be enhanced, and fuel consumption can be improved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
PCT/JP2014/075754 2013-12-25 2014-09-26 排気弁駆動装置およびこれを備えた内燃機関 WO2015098219A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201480062833.9A CN105814290B (zh) 2013-12-25 2014-09-26 排气阀驱动装置以及具有该排气阀驱动装置的内燃机
KR1020167035103A KR20160147070A (ko) 2013-12-25 2014-09-26 배기밸브 구동장치 및 이것을 구비한 내연기관
KR1020167011745A KR101727872B1 (ko) 2013-12-25 2014-09-26 배기밸브 구동장치 및 이것을 구비한 내연기관

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JP2013267798A JP6092090B2 (ja) 2013-12-25 2013-12-25 排気弁駆動装置およびこれを備えた内燃機関
JP2013-267798 2013-12-25

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WO2015098219A1 true WO2015098219A1 (ja) 2015-07-02

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JP (1) JP6092090B2 (enrdf_load_stackoverflow)
KR (2) KR101727872B1 (enrdf_load_stackoverflow)
CN (1) CN105814290B (enrdf_load_stackoverflow)
WO (1) WO2015098219A1 (enrdf_load_stackoverflow)

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JP6034922B1 (ja) 2015-06-22 2016-11-30 富士重工業株式会社 車両用制御装置
CN106703928B (zh) * 2016-12-28 2022-07-15 沪东重机有限公司 由伺服油直接驱动的排气阀控制执行系统
CN108868936B (zh) * 2018-06-13 2020-09-08 中国北方发动机研究所(天津) 一种内燃机高紧凑液力挺柱

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JPH0158740U (enrdf_load_stackoverflow) * 1987-10-06 1989-04-12
JPH0726922A (ja) * 1993-07-07 1995-01-27 Zexel Corp 内燃機関のバルブ制御装置

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DK157145C (da) 1987-11-05 1990-05-14 Man B & W Diesel Gmbh Fremgangsmaade til styring af lukkebevaegelsen af en hydraulisk aktiveret udstoedsventil i en marinedieselmotor samt udstoedsventil til brug ved udoevelse af fremgangsmaaden
JPH094425A (ja) * 1995-06-19 1997-01-07 Nissan Motor Co Ltd 内燃機関の可変動弁装置
JP3160502B2 (ja) * 1995-09-01 2001-04-25 日鍛バルブ株式会社 ダンパ付油圧式吸排気弁駆動装置
JP2964235B2 (ja) 1998-03-04 1999-10-18 株式会社グリーンライフ プランター吊下具
JP4043136B2 (ja) * 1999-03-30 2008-02-06 三菱重工業株式会社 油圧式排気弁駆動装置
CN103277163B (zh) * 2013-05-07 2015-06-24 宁波华液机器制造有限公司 一种可变升程驱动器

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JPH0158740U (enrdf_load_stackoverflow) * 1987-10-06 1989-04-12
JPH0726922A (ja) * 1993-07-07 1995-01-27 Zexel Corp 内燃機関のバルブ制御装置

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KR20160067918A (ko) 2016-06-14
JP2015124631A (ja) 2015-07-06
CN105814290A (zh) 2016-07-27
KR20160147070A (ko) 2016-12-21
KR101727872B1 (ko) 2017-04-17
JP6092090B2 (ja) 2017-03-08
CN105814290B (zh) 2018-11-02

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