EP0262269B1 - Ventilantriebmechanismus für Brennkraftmaschine - Google Patents

Ventilantriebmechanismus für Brennkraftmaschine Download PDF

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Publication number
EP0262269B1
EP0262269B1 EP86307548A EP86307548A EP0262269B1 EP 0262269 B1 EP0262269 B1 EP 0262269B1 EP 86307548 A EP86307548 A EP 86307548A EP 86307548 A EP86307548 A EP 86307548A EP 0262269 B1 EP0262269 B1 EP 0262269B1
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EP
European Patent Office
Prior art keywords
speed
low
cam
valves
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP86307548A
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English (en)
French (fr)
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EP0262269A1 (de
Inventor
Nagahiro Kenichi
Katoh Masaaki
Ajiki Yoshio
Inoue Kazuo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to EP86307548A priority Critical patent/EP0262269B1/de
Priority to DE19863687661 priority patent/DE3687661T2/de
Priority to DE19863650636 priority patent/DE3650636T2/de
Priority to EP92110385A priority patent/EP0519494B1/de
Priority to ES86307548T priority patent/ES2037007T3/es
Publication of EP0262269A1 publication Critical patent/EP0262269A1/de
Priority to ES92110385T priority patent/ES2102427T3/es
Application granted granted Critical
Publication of EP0262269B1 publication Critical patent/EP0262269B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis

Definitions

  • the present invention relates to a valve operating mechanism for an internal combustion engine, including a camshaft rotatable in synchronism with the rotation of the internal combustion engine and having integral cams for operating a pair of intake or exhaust valves, and rocker arms angularly movably supported on a rocker shaft for opening and closing the intake or exhaust valves in response to rotation of the cams.
  • Valve operating mechanisms used in internal combustion engines are generally designed to meet requirements for high-speed operation of the engines. More specifically, the valve diameter and valve lift are selected not to exert substantial resistance to the flow of an air-fuel mixture which is introduced through a valve into a combustion chamber at a rate for maximum engine power.
  • those intake valves which are not operated in the low-speed range may remain at rest for a long period of time under a certain operating condition. If an intake valve remains at rest for a long time, carbon produced by fuel combustion tends to be deposited between the intake valve and its valve seat, causing the intake valve to stick to the valve seat. When the engine starts to operate in the high-speed range, the intake valve which has been at rest is forcibly separated from the valve seat. This causes the problem of a reduced sealing capability between the intake valve and the valve seat. Furthermore, fuel tends to be accumulated on the intake valve while it is held at rest, with the result that when the intake valve is opened, the air-fuel mixture introduced thereby is excessively enriched by the accumulated fuel.
  • first and second rocker arms are held in sliding contact with the low-and high-speed cams, respectively, for operating the pair of valves, respectively.
  • first and second rocker arms are held in sliding contact with the low-and high-speed cams, respectively, the first rocker arm having a pair of arms for operating the pair of valves, respectively.
  • FIGS. 1 and 2 show a valve operating mechanism according to an embodiment of the present invention.
  • the valve operating mechanism is incorporated in an internal combustion engine including a pair of intake valves 1a, 1b in each engine cylinder for introducing an air-fuel mixture into a combustion chamber defined in an engine body.
  • the valve operating mechanism comprises a cam shaft 2 rotatable in synchronism with rotation of the engine at a speed ratio of 1/2 with respect to the speed of rotation of the engine crankshaft.
  • the camshaft 2 has a low-speed cam 3 and a high-speed cam 5 which are integrally disposed on the circumference of the camshaft 2.
  • the valve operating mechanism also has a rocker shaft 6 extending parallel to the camshaft 2, and first and second rocker arms 7, 8 angularly movably supported on the rocker shaft 6 and held against the low-speed cam 3 and the high-speed cam 5, respectively, on the camshaft 2.
  • the intake valves 1a, 1b are selectively operated by the first and second rocker arms 7, 8 actuated by the low- and high-speed cams 3, 5.
  • the camshaft 2 is rotatably disposed above the engine body.
  • the high-speed cam 5 is disposed in a position corresponding to an intermediate position between the intake valves 1a, 1b, as viewed in FIG. 2.
  • the low-speed cam 3 is disposed in alignment with the intake valve 1a.
  • the low-speed cam 3 has a cam lobe 3a projecting radially outwardly to a relatively small extent to meet low-speed operation of the engine
  • the high-speed cam 5 has a cam lobe 5a projecting radially outwardly a greater extent than the cam lobe 3a to meet high-speed operation of the engine, with the cam lobe 5a also having a larger angular extent than the cam lobe 3a.
  • the rocker shaft 6 is fixed below the camshaft 2.
  • the first rocker arm 7 pivotally supported on the rocker shaft 6 is aligned with the low-speed cam 3, and the second rocker arm 8 pivotally supported on the rocker arm 6 is aligned with the high-speed cam 5.
  • the rocker arms 7, 8 have on their upper surfaces cam slippers 10, 11 respectively, held in sliding contact with the cams 3, 5, respectively.
  • the first and second rocker arms 7, 8 have arms 7a, 8a extending above the intake valves 1a, 1b, respectively.
  • Tappet screws 12, 13 are adjustably threaded through the distal ends of the arms 7a, 8a and have tips engagable respectively with the upper ends of the valve stems of the intake valves 1a, 1b.
  • Flanges 14, 15 are attached to the upper ends of the valve stems of the intake valves 1a, 1b.
  • the intake valves 1a, 1b are normally urged to close the intake ports by compression coil springs 16, 17 disposed under compression around the valve stems between the flanges 14, 15 and the engine body.
  • first and second rocker arms 7, 8 have confronting side walls held in sliding contact with each other.
  • a selective coupling 21 is operatively disposed in and between the first and second rocker arms 7, 8 for selectively disconnecting the rocker arms 7, 8 from each other for relative displacement and also for interconnecting the rocker arms 7, 8 for their movement in unison.
  • the selective coupling 21 comprises a piston 23 movable between a position in which it interconnects the first and second rocker arms 7, 8 and a position in which it disconnects the first and second rocker arms 7, 8 from each other, a circular stopper 24 for limiting the movement of the piston 23, and a coil spring 25 for urging the stopper 24 to move the piston 23 toward the position to disconnect the first and second rocker arms 7, 8 from each other.
  • the first rocker arm 7 has a first guide hole 26 opening toward the second rocker arm 8 and extending parallel to the rocker shaft 6.
  • the first rocker arm 7 also has a smaller-diameter hole 28 near the closed end of the first guide hole 26, with a step or shoulder 27 being defined between the smaller-diameter hole 28 and the first guide hole 26.
  • the piston 23 is slidably fitted in the first guide hole 26.
  • the piston 23 and the closed end of the smaller-diameter hole 28 define therebetween a hydraulic pressure chamber 29.
  • the first rocker arm 7 has a hydraulic passage 30 defined therein in communication with the hydraulic pressure chamber 29.
  • the rocker shaft 6 has a hydraulic passage 31 defined axially therein and coupled to a source (not shown) of hydraulic pressure through a suitable hydraulic pressure control mechanism.
  • the hydraulic passages 30, 31 are held in communication with each other through a hole 32 defined in a side wall of the rocker shaft 6, irrespective of how the first rocker arm 7 is angularly moved about the rocker shaft 6.
  • the second rocker arm 8 has a second guide hole 35 opening toward the first rocker arm 7 in registration with the first guide hole 26 in the first rocker arm 7.
  • the circular stopper 24 is slidably fitted in the second guide hole 35.
  • the second rocker arm 8 also has a smaller-diameter hole 37 near the closed end of the second guide hole 35, with a step or shoulder 36 defined between the second guide hole 35 and the smaller-diameter hole 37 for limiting movement of the circular stopper 24.
  • the second rocker arm 8 also has a through hole 38 defined coaxially with the smaller-diameter hole 37.
  • a guide rod 39 joined integrally and coaxially to the circular stopper 24 extends through the hole 38.
  • the coil spring 25 is disposed around the guide rod 39 between the stopper 24 and the closed end of the smaller-diameter hole 37.
  • the piston 23 has an axial length selected such that when one end of the piston 23 abuts against the step 27, the other end thereof is positioned just between and hence lies flush with the sliding side walls of the first and second rocker arms 7, 8, and when the piston 23 is moved into the second guide hole 35 until it displaces the stopper 24 into abutment against the step 36, said one end of the piston 23 remains in the first guide hole 26 and hence the piston 23 extends between the first and second rocker arms 7, 8.
  • the piston 23 is normally urged toward the second rocker arm 8 under the resiliency of a coil spring 33 disposed in the hydraulic pressure chamber 29 and acting between the piston 23 and the closed bottom of the smaller-diameter hole 28.
  • the resilient force of the spring 33 set under compression in the hydraulic pressure chamber 29 is selected to be smaller than that of the spring 25 set in place under compression.
  • the selective coupling 21 is actuated to disconect the first and second rocker arm 7, 8 from each other as illustrated in FIG. 4. More specifically, the hydraulic pressure is released by the hydraulic pressure control mechanism from the hydraulic pressusre chamber 29, thus allowing the stopper 24 to move toward the first rocker arm 7 under the resiliency of the spring 25 until the piston 23 abuts against the step 27.
  • the piston 23 engages the step 27 the mutually contacting ends of the piston 23 and the stopper 24 lie flush with the sliding side walls of the first and second rocker arms 7, 8. Therefore, the first and second rocker arms 7, 8 are held in mutually sliding contact for relative angular movement.
  • the intake valve 1a alternately opens and closes the intake port at the valve timing and valve lift according to the profile of the low-speed cam 3
  • the intake valve 1b alternately opens and closes the intake port at the valve timing and valve lift according to the profile of the high-speed cam 5.
  • the intake valves 1a, 1b are operated at different valve timings and lifts, the turbulence of the air-fuel mixture in the combustion chamber is increased for greater resistance against a reduction in the density of the air-fuel mixture. This also helps improve fuel economy.
  • the first and second rocker arms 7, 8 are interconnected by the selective coupling 21, as shown in FIG. 3. More specifically, the hydraulic pressure chamber 29 of the selective coupling 21 is supplied with hydraulic pressure to cause the piston 23 to push the stopper 24 into the second guide hole 35 against the resiliency of the spring 25 until the stopper 24 engages the step 36.
  • the first and second rocker arms 7, 8 are now connected to each other for angular movement in unison.
  • the intake valves 1a, 1b alternately open and close the respective intake ports at the valve timing and valve lift according to the profile of the high-speed cam 5. The intake efficiency is now increased for higher engine output power and torque.
  • the intake valves 1a, 1b are operated at all times. Therefore, no carbon will be deposited between the intake valves 1a, 1b and their valve seats, and no fuel will be accumulated on the intake valves 1a, 1b.
  • FIGS. 5 and 6 are illustrative of a valve operating mechanism according to another embodiment of the present invention.
  • the valve operating mechanism shown in FIGS. 5 and 6 differs from the valve operating mechanism of FIGS. 1 and 2 in that the first rocker arm 7 has a pair of arms 7a, 7b jointly shaped in a V, and the tappet screws 12, 13 are adjustably threaded through the distal ends of the arms 7a, 7b for engagement with the upper ends of the valve stems of the intake valves 1a, 1b.
  • the second rocker arm 8 has no arm for directly acting on the intake valves 1a, 1b.
  • a bottomed cylindrical lifter 19 is disposed in abutment against a lower surface of the second rocker arm 8.
  • the lifter 19 is normally urged upwardly by a compression spring 20 of relatively weak resiliency interposed between the lifter 19 and the engine body for resiliently biasing the cam slipper 11 of the second rocker arm 8 slidably against the high-speed cam 5.
  • valve operating mechanism shown in FIGS. 5 and 6 has a selective coupling 21 which, as shown in FIG. 7, is structurally identical to the selective coupling 21 shown in FIG. 3.
  • valve operating mechanism of FIGS. 5 and 6 When the engine is to operate in a low-speed range, the selective coupling 21 is actuated to disconnect the first and second rocker arm 7, 8 from each other as illustrated in FIG. 8. The first and second rocker arms 7, 8 are now held in mutually sliding contact for relative angular movement.
  • the first rocker arm 7 is angularly moved in sliding contact with the low-speed cam 3, whereas the second rocker arm 8 is angularly moved in sliding contact with the high-speed cam 5. Therefore, the intake valves 1a, 1b are actuated by the respective arms 7a, 7b of the first rocker arm 7 to alternately open and close the respective intake ports at the valve timing and valve lift according to the profile of the low-speed cam 3. Since the second rocker arm 8 is disconnected from the first rocker arm 7, the angular movement of the second rocker arm 8 does not affect operation of the intake valves 1a, 1b. Any frictional loss of the valve operating mechanism is relatively low because the second rocker arm 8 is held in sliding contact with the high-speed cam 5 under the relatively small resilient force of the spring 20.
  • the intake valves 1a, 1b alternately open and close the respective intake ports at the valve timing and valve lift according to the profile of the low-speed cam 3. Accordingly, the air-fuel mixture flows into the combustion chamber at a rate suitable for the low-speed operation of the engine, resulting in improved fuel economy and prevention of knocking.
  • first and second rocker arms 7, 8 are interconnected by the selective coupling 21, as shown in FIG. 7.
  • the first rocker arm 7 is now caused to swing in unison with the second rocker arm 8 which is held in sliding contact with the high-speed cam 5.
  • the intake valves 1a, 1b are operated by the arms 7a, 7b of the first rocker arm 7 to alternately open and close the respective intake ports at the valve timing and valve lift according to the profile of the high-speed cam 5.
  • the intake efficiency is now increased for higher engine output power and torque.
  • exhaust valves may also be operated by the valve operating mechanisms according to the present invention.
  • unburned components due to exhaust gas turbulence can be reduced in low-speed operation of the engine, whereas high engine output power and torque can be generated by reducing resistance to the flow of an exhaust gas from the combustion chamber in high-speed operation of the engine.
  • the present invention provides valve operating mechanism for an internal combustion engine, which increases the turbulence of an air-fuel mixture in the combustion chamber during low-speed operation of the engine for improving fuel economy and increasing resistance against a reduction in the density of the air-fuel mixture, and which is designed to meet the problems which would otherwise occur due to an intake valve being continuously closed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (6)

  1. Ventilbetätigungsmechanismus zur Betätigung eines Paars Ventile (1a, 1b) einer Brennkraftmaschine umfassend:
       eine synchron mit der Drehung der Brennkraftmaschine drehbare Nockenwelle (2) mit einem Paar Nieder- und Hochdrehzahl-Nocken (3, 5) unterschiedlicher Nockenprofile, wobei lediglich zwei derartige Nocken vorhanden sind;
       ein Paar erster und zweiter Kipphebel (7, 8), die durch die Nieder- und Hochdrehzahl-Nocken selektiv betreibbar sind, um die Ventile gemäß den Nockenprofilen der Nocken zu betätigen; und
       eine Kupplungseinrichtung (21), die in und zwischen den ersten und zweiten Kipphebeln angeordnet ist und dazu vorgesehen ist, die ersten und zweiten Kipphebel im Hochdrehzahl-Betrieb der Maschine miteinander zu verbinden, um eine Betätigung der Ventile durch den Hochdrehzahl-Nocken zu bewirken, wobei die Kupplungseinrichtung weiter dazu vorgesehen ist, die ersten und zweiten Kipphebel im Niederdrehzahl-Betrieb der Maschine für eine unabhängige Bewegung voneinander zu trennen, so daß der erste Kipphebel (7) durch den Niederdrehzahl-Nocken (3) betätigt wird, um eine Betätigung eines der Ventile (1a) gemäß dem Nockenprofil des Niederdrehzahl-Nockens (3) zu bewirken;
    dadurch gekennzeichnet,
       daß lediglich zwei derartige Kipphebel (7, 8) vorgesehen sind und
       daß während des Niederdrehzahl-Betriebs der Maschine der zweite Kipphebel (8) durch den Hochdrehzahl-Nocken (5) betätigt wird, um eine Betätigung des anderen Ventils (1b) gemäß dem Nockenprofil des Hochdrehzahl-Nockens (5) zu bewirken, wodurch keines der Ventile fortgesetzt geschlossen ist.
  2. Ventilbetätigungsmechanismus nach Anspruch 1, bei welchem die ersten und zweiten Kipphebel (7, 8) zur jeweiligen Betätigung des Paars Ventile (1a, 1b) in Gleitkontakt mit den Nieder- bzw. Hochdrehzahl-Nocken (3, 5) gehalten sind.
  3. Ventilbetätigungsmechanismus zur Betätigung eines Paars Ventile (1a, 1b) einer Brennkraftmaschine umfassend:
       eine synchron mit der Drehung der Brennkraftmaschine drehbare Nockenwelle (2) mit einem Paar Nieder- und Hochdrehzahl-Nocken (3, 5) unterschiedlicher Nockenprofile, wobei lediglich zwei derartige Nocken vorgesehen sind;
       ein Paar erster und zweiter Kipphebel (7, 8), die durch die Nieder- und Hochdrehzahl-Nocken selektiv betreibbar sind, um die Ventile gemäß den Nockenprofilen der Nocken zu betätigen; und
       eine Kupplungseinrichtung (21), die in und zwischen den ersten und zweiten Kipphebeln angeordnet ist und dazu vorgesehen ist, die ersten und zweiten Kipphebel im Hochdrehzahl-Betrieb der Maschine miteinander zu verbinden, um eine Betätigung der Ventile durch den Hochdrehzahl-Nocken zu bewirken, wobei die Kupplungseinrichtung weiter dazu vorgesehen ist, die ersten und zweiten Kipphebel im Niederdrehzahl-Betrieb der Maschine für eine unabhängige Bewegung voneinander zu trennen,
    dadurch gekennzeichnet,
       daß lediglich zwei derartige Kipphebel (7, 8) vorgesehen sind und
       daß während des Niederdrehzahl-Betriebs der Maschine der erste Kipphebel (7) durch den Niederdrehzahl-Nocken (3) betätigt wird, um eine Betätigung des Paars Ventile (1a, 1b) gemäß dem Nockenprofil des Niederdrehzahl-Nockens (3) zu bewirken, wodurch keines der Ventile fortgesetzt geschlossen ist.
  4. Ventilbetätigungsmechanismus nach Anspruch 3, bei welchem die ersten und zweiten Kipphebel (7, 8) in Gleitkontakt mit den Nieder- bzw. Hochdrehzahl-Nocken (3, 5) gehalten sind, wobei der erste Kipphebel (7) ein Paar Arme (7a, 7b) zur jeweiligen Betätigung des Paars Ventile (1a, 1b) aufweist.
  5. Ventilbetätigungsmechanismus nach Anspruch 4, umfassend Hubmittel (19), um den zweiten Kipphebel (8) normalerweise elastisch in Gleitkontakt mit dem Hochdrehzahlnocken (5) zu drängen.
  6. Ventilbetätigungsmechanismus nach einem der vorhergehenden Ansprüche, bei welchem die Kupplungseinrichtung eine selektive Kupplung (21) umfaßt, die aus einem in dem ersten Kipphebel (7) ausgebildeten, ersten Führungsloch (26), einem in dem zweiten Kipphebel (8) in Ausrichtung zu dem ersten Führungsloch ausgebildeten, zweiten Führungsloch (35), einem gleitverschieblich in das erste Führungsloch (26) gepaßten Kolben (23), einer Feder (25), die in dem zweiten Führungsloch (35) angeordnet ist, um den Kolben (23) normalerweise in das erste Führungsloch (26) zu drängen, und Mitteln (29, 30, 31, 32) zum Anlegen von Hydraulikdruck an den Kolben (23), um diesen gegen die elastische Kraft der Feder (25) in eine Stellung zwischen den ersten und zweiten Führungslöchern (26, 35) zu bewegen, besteht.
EP86307548A 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine Expired - Lifetime EP0262269B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP86307548A EP0262269B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine
DE19863687661 DE3687661T2 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus fuer brennkraftmaschine.
DE19863650636 DE3650636T2 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine
EP92110385A EP0519494B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine
ES86307548T ES2037007T3 (es) 1986-10-01 1986-10-01 Mecanismo accionador de valvulas para un motor de combustion interna.
ES92110385T ES2102427T3 (es) 1986-10-01 1992-06-19 Mecanismo accionador de valvulas para motor de combustion interna.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP86307548A EP0262269B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine

Related Child Applications (3)

Application Number Title Priority Date Filing Date
EP92110385.9 Division-Into 1986-10-01
EP92110385A Division EP0519494B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine
EP92110385A Division-Into EP0519494B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0262269A1 EP0262269A1 (de) 1988-04-06
EP0262269B1 true EP0262269B1 (de) 1993-01-27

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EP92110385A Expired - Lifetime EP0519494B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine
EP86307548A Expired - Lifetime EP0262269B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine

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EP92110385A Expired - Lifetime EP0519494B1 (de) 1986-10-01 1986-10-01 Ventilantriebmechanismus für Brennkraftmaschine

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EP (2) EP0519494B1 (de)
DE (2) DE3687661T2 (de)
ES (2) ES2037007T3 (de)

Cited By (2)

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WO2015097710A1 (en) * 2013-12-27 2015-07-02 DONGA, Rajendrabhai Vallabhbhai Gear mechanism for transmission of engine valve
WO2015097709A1 (en) * 2013-12-27 2015-07-02 DONGA, Rajendrabhai Vallabhbhai Improved valve mechanism for internal combustion engines

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* Cited by examiner, † Cited by third party
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GB9003603D0 (en) * 1990-02-16 1990-04-11 Lotus Group Plc Cam mechanisms
BR9106006A (pt) * 1990-02-16 1992-11-10 Lotus Group Plc Dispositivo para controle de valvula
US5253621A (en) * 1992-08-14 1993-10-19 Group Lotus Plc Valve control means
AU657040B2 (en) * 1992-02-28 1995-02-23 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Valve-moving apparatus for internal combustion engine
JP4752949B2 (ja) * 2009-05-28 2011-08-17 トヨタ自動車株式会社 内燃機関の可変動弁装置
JP5273257B2 (ja) 2009-11-25 2013-08-28 トヨタ自動車株式会社 内燃機関の可変動弁装置

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Publication number Priority date Publication date Assignee Title
EP0213758A1 (de) * 1985-07-31 1987-03-11 Honda Giken Kogyo Kabushiki Kaisha Ventilantriebsmechanismus
EP0213759A1 (de) * 1985-07-31 1987-03-11 Honda Giken Kogyo Kabushiki Kaisha Ventilantriebsmechanismus

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DE3119133A1 (de) * 1981-05-14 1982-12-02 Anton Ing.(grad.) 8492 Furth Pfeifer "ventilsteuerungseinrichtung fuer viertakt-verbrennungsmotoren"
FR2510182A1 (fr) * 1981-07-27 1983-01-28 Renault Dispositif de distribution variable pour moteur a combustion interne
AU551310B2 (en) * 1983-06-06 1986-04-24 Honda Giken Kogyo Kabushiki Kaisha Valve actuating mechanism
JPS6131613A (ja) * 1984-07-24 1986-02-14 Honda Motor Co Ltd 内燃機関の弁作動休止装置
DE3613945A1 (de) * 1985-04-26 1986-10-30 Mazda Motor Corp., Hiroshima Veraenderbarer ventilmechanismus fuer verbrennungsmaschinen

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0213758A1 (de) * 1985-07-31 1987-03-11 Honda Giken Kogyo Kabushiki Kaisha Ventilantriebsmechanismus
EP0213759A1 (de) * 1985-07-31 1987-03-11 Honda Giken Kogyo Kabushiki Kaisha Ventilantriebsmechanismus

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015097710A1 (en) * 2013-12-27 2015-07-02 DONGA, Rajendrabhai Vallabhbhai Gear mechanism for transmission of engine valve
WO2015097709A1 (en) * 2013-12-27 2015-07-02 DONGA, Rajendrabhai Vallabhbhai Improved valve mechanism for internal combustion engines

Also Published As

Publication number Publication date
DE3687661D1 (de) 1993-03-11
EP0519494B1 (de) 1997-06-11
ES2037007T3 (es) 1993-06-16
DE3687661T2 (de) 1993-05-27
ES2102427T3 (es) 1997-08-01
DE3650636T2 (de) 1997-09-25
EP0519494A1 (de) 1992-12-23
EP0262269A1 (de) 1988-04-06
DE3650636D1 (de) 1997-07-17

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