WO2018065602A1 - Camshaft for combustion engine - Google Patents
Camshaft for combustion engine Download PDFInfo
- Publication number
- WO2018065602A1 WO2018065602A1 PCT/EP2017/075544 EP2017075544W WO2018065602A1 WO 2018065602 A1 WO2018065602 A1 WO 2018065602A1 EP 2017075544 W EP2017075544 W EP 2017075544W WO 2018065602 A1 WO2018065602 A1 WO 2018065602A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cam contour
- cam
- camshaft
- centrifugal
- contour
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
- F01L13/085—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio the valve-gear having an auxiliary cam protruding from the main cam profile
-
- 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
- F01L1/047—Camshafts
Definitions
- One aspect of the invention relates to a camshaft for an exhaust valve of a
- the camshaft has a movable one
- Cam contour element by means of which a speed-dependent cam contour shape is obtained.
- valve trains which generate by means of a camshaft valve lift of the inlet and outlet sventils with fixed lifting height and stroke.
- a valvetrain is disadvantageous in terms of optimum
- a particularly simple but effective design is based on a camshaft, which comprises a plurality of side by side arranged cam tracks for actuating a valve and which is laterally displaceable by means of an adjustment.
- a cam track adapted to the respective requirements can then be selected by lateral displacement of the camshaft.
- one camshaft for an exhaust valve may be provided in this way about a cam for the starting phase and another cam for normal operation, wherein the cam for the starting phase provides an additional Ventilöffnunen for depressurizing the gas in the combustion chamber.
- JP 2008-82188 describes a camshaft with a dependent on the rotational speed of the camshaft decompression function and a function for
- a control shaft 57 is rotated by means of a centrifugal mechanism 50 relative to the cam 36 to lift pins 65a and 65b (see Figs. 6, 7 of JP 2008-82188).
- This mechanism requires a tension spring 53 attached to the centrifugal mechanism and a transmission member 59, and therefore has an increased space requirement.
- at least one shaft end of the camshaft must be accessible, which has restrictions on the storage and placement of the camshaft result.
- the object of the present invention is to provide a camshaft which, on the one hand, is adjustable, but on the other hand reduces at least some of the above-mentioned disadvantages.
- a camshaft is provided specifically for an exhaust valve of an internal combustion engine.
- the camshaft includes a cam and a triggering mechanism for its cam contour element.
- the cam defines a cam contour for cyclically actuating the exhaust valve by rotating the camshaft defined.
- the cam includes a cam body and the
- Cam contour element The cam contour member is movable relative to the cam body in a first cam contour position and a second cam contour position, such that the cam contour has a first cam contour shape when the cam contour
- Cam contour element is located in the first cam contour position, and has a different from the first cam contour contour cam shape when the
- Cam contour element is located in the second cam contour position.
- the trigger mechanism is configured to maintain the cam contour member at the first lower rotational speed of the camshaft (particularly at a first rotational speed range) in the first cam contour position and around the cam contour member at a second higher rotational speed of the camshaft (particularly at a second rotational speed)
- the camshaft is supported on both sides, i. it has a first bearing and a second bearing for rotatably supporting the camshaft about its camshaft axis, the cam being disposed axially between these bearings.
- Erfingunshunt is also the
- the cam contour member protrudes in the first cam contour position for actuating (opening) the exhaust valve (opposite to the surrounding cam contour), and is not protruding or protruding in the second cam contour position, so that the exhaust valve has no - ie, no significant - additional operation (opening). experiences, so not is opened much wider than by means of the cam contour surrounding the cam contour.
- the second speed range may be substantially adjacent to the first speed range, wherein the transition between the first and second speed ranges may be defined with either a threshold or some transition (transition range).
- the triggering mechanism is configured to hold the cam contour member in the first cam contour position when the rotational speed falls below a predetermined threshold or transition range and around the cam contour element in the second cam contour
- the triggering mechanism is configured to bring the cam contour member from the first cam contour position to the second cam contour position as it transitions from the first speed to the second speed (or from the first speed range to the second speed range).
- the first speed may be, for example, in a typical for starting speed range. According to one aspect, the first speed - also depending on the engine type - between 0 U / min and 1000 U / min, preferably between 0 U / min and 500 U / min.
- the second speed may be within a normal operating range of the engine, such as above 500 RPM, preferably above 700 RPM or 1000 RPM, each to the speed of the engine
- the threshold value may therefore be, for example, in a speed range between 500 rpm and 1000 rpm.
- the cam contour element protrudes (in the first cam contour position) at a low rotational speed, which is typical for the starting phase, so that an additional valve opening (in relation to the higher rotational speeds or the second cam profile position)
- Cam contour position is achieved, so that the starter has less work against the pressure in the combustion chamber must apply.
- This speed-dependent cam contour shape can be achieved according to one aspect of the invention without lateral displacement of the cam.
- a two-sided support of the camshaft is made possible in particular.
- the two-sided storage allows a particularly favorable power transmission between cam and valve, as undesirable Bending vibrations of the camshaft can be avoided, and a flexible control of the valve train.
- the first cam contour shape may differ from the second cam contour shape in particular in that the first cam contour shape has a prominence to open the outlet valve (70) during a compression stroke of the internal combustion engine.
- the emphasis preferably takes a rotation angle range of the camshaft between 1 ° and 30 °.
- a center of the emphasis is preferably offset by an angle of between 90 ° and 270 °, more preferably between 90 ° and 180 ° in the direction of rotation of the cam relative to a point or angle of maximum eccentricity of the cam contour (projection of the cam body).
- the cam contour element is preferably mounted (in the axial direction) centrally in the cam.
- the first speed range may include the standstill (speed 0).
- Fig. 1 shows a perspective view of a valve drive for an exhaust valve according to an embodiment of the invention
- FIG. 2 shows a front view of the valve drive according to FIG. 1;
- FIGS. 1 and 2 show side views of the valve train according to FIGS. 1 and 2 with the
- FIGS. 4a-c show side views of the valve train according to FIGS. 1 and 2 with the
- Fig. 5 shows another lateral cross-sectional view of the cam of Fig. 4b.
- Fig. 6 shows a Ventilhubdiagramm for fiction, contemporary valve train.
- the camshaft 10 includes a cam 11 arranged to actuate the exhaust valve 70.
- the camshaft 10 is rotatable about its axis.
- the camshaft 10 is supported by bearings 8a, 8b - so on both sides - on the cylinder head. It is thus an overhead camshaft.
- the camshaft 10 further comprises a centrifugal element 21, which will be described in more detail below with reference to FIGS. 3 and 4.
- the two-sided storage by the bearings 8a, 8b allows a favorable power transmission between the cam and valve, since unwanted bending vibrations of the camshaft are avoided.
- the bilateral bearing allows flexible actuation of the valvetrain.
- a drive sprocket or sprocket connected to a crankshaft of the engine is on the side 7a of the camshaft, and an output sprocket on the other side 7b is connected to an intake valve drive shaft
- the camshaft can be used for example in the valve gear described in DE 102005057127.
- the valve train further includes a mechanism for actuating the exhaust valve 70 through the cam 11.
- this mechanism includes a drag lever 60 and a shim 72 disposed between the cam 11 and the exhaust valve 70 are so that the actuation of the exhaust valve by the cam 11 via the cam follower 60 and the plunger 72 takes place.
- a valve spring 74 is shown, the valve 70 (at least
- the cam 11 comprises a cam body 12 and a cam body 12 .
- Cam contour element 40 (see Fig. 3b, 4b, in Fig. 2 is only one as
- Decompression surface 44 acting end of the cam contour element which define the cam contour 16 of the cam 11 together. More specifically, the cam contour 16 is defined by the decompression surface 44 of the cam contour member 40 (also referred to as the cam contour surface of the cam contour member) and a remainder
- Cam contour surface 14 of the cam body 12 is formed.
- the cam contour 16 is the
- Camshaft 10 is actuated and therefore significantly influences the valve lift curve of the exhaust valve 70.
- the cam contour element 40 is designed as a pin which can be retracted and extended into the cam body 12 (see also FIGS. 3b, 4b).
- Cam contour surface 14 forth.
- the exhaust valve 70 is given an additional operation (opening) by the cam contour surface 44 of the cam contour member 40.
- the cam contour surface 44 In the retracted position (second cam contour position, shown in FIG. 4b), the cam contour surface 44 is flush with the remaining cam contour surface 14 (not substantially projected) so that the exhaust valve does not experience any significant additional actuation (opening).
- the cam contour 16 has a variable cam contour shape that depends on whether the cam contour member 40 is in the first or second cam contour position.
- the cam contour surface 44 of the cam contour element 40 is hereby arranged on a section of the cam contour 16 in which the outlet valve 70 is closed, at least in the second cam contour position or in the remaining cam contour surface 14 of this section surrounding the cam contour element 40.
- the cam contour surface 44 of the cam contour element 40 thus acts as
- Decompression area 44 At low engine cranking speeds, the additional valve opening (in the first cam contour position) allows pressure in the combustion chamber to be vented so that the starter has less work to do against the pressure in the combustion chamber. At higher, typical for normal operation
- the cam contour member 40 is centrally supported in the cam 11 (with respect to the axial direction of the camshaft). This central storage causes
- a center of the cam contour member 40 deviates (with respect to the axial direction) from a center of the cam by less than 20% of the width of the cam.
- FIGS. 3 and 4 the triggering mechanism 20 of the valvetrain according to FIGS. 1 and 2 is shown in greater detail, by means of which the cam contour element 40 is speed-dependent moves (retracts and retracts). By the trigger mechanism 20 is thus ensured that the cam contour element 40 and the cam contour surface 44 is extended at low speeds (first cam contour position) and at higher
- centrifugal element 21 of the triggering mechanism 20.
- the centrifugal element 21 is designed as a double-sided lever with a first lever arm 27 and a second lever arm 28 and rotatable about an axis 22 on the camshaft 10 (ie mounted on a co-rotating with the camshaft 10 suspension, here on the rigidly connected to the camshaft 10 cam body 12).
- the centrifugal element 21 is shown in a first centrifugal position; in Fig. 4a, 4c it is shown in a second centrifugal position in which the centrifugal element 21 relative to the first centrifugal position about the axis 22 in
- the biasing member 30 shown in Figs. 3c, 4c biases the centrifugal member 21 toward the first centrifugal position (counterclockwise in the view of Figs. 3a, 4a).
- the biasing member 30 is disposed in an opening of the camshaft 10 extending transversely through the camshaft so that the longitudinal axis of the biasing member 30 extends at right angles through the axis of rotation of the camshaft.
- the bias may be effected by a return spring, which is arranged approximately concentrically to the longitudinal axis of the biasing member 30 in the camshaft 10 and the biasing member 30 against the
- Centrifugal 21 spans (pushes).
- the return spring may be a compression spring clamped between (a stop in) the opening of the camshaft and (a stop against) the biasing member 30.
- the length of the portion of the biasing member 30 protruding from the camshaft 10 toward the centrifugal member 21 is shorter than the camshaft radius of the camshaft 10 at that location. This applies in the first and / or the second Zentrifugal ein. As a result, a particularly compact arrangement of the biasing member 30 is possible.
- the centrifugal element 21 In the first centrifugal position, the centrifugal element 21 is biased by the biasing member 30 to a first stop (pressed).
- the first stop on the first lever arm such as through a center piece 26 of the first lever arm, and the camshaft 10 is formed.
- the first stopper is disposed on another lever side of the centrifugal member 21 as the biasing member 30. The first stop limits the pivoting of the centrifugal element 21 in the direction in which the biasing member 30, the
- the biasing element 30 is non-positively connected to the centrifugal element 21, in particular pressed against the centrifugal element 21.
- the bias applied by the biasing member 30 toward the first centrifugal position causes the centrifugal member 21 to be at rest or at low
- the centrifugal element is designed in the illustrated embodiment of lever.
- the lever 21 and in particular its lever arms 27, 28 are dimensioned such that the centrifugal force acting upon rotation of the camshaft acts more on the first lever arm 27 than on the second lever arm 28 and thus on the centrifugal element 21 a total directed towards the second centrifugal position (ie in the view of Fig. 3a, 4a in
- the lever extends along a subsegment around the camshaft 10.
- the center of gravity of the first lever arm 27 is offset from the center of gravity of the second lever arm 28 by more than 90 °, preferably more than 120 ° or even more than 135 °.
- the center of gravity and / or the lever end of the first lever arm 27 with respect to the pivot axis 22 is more than 90 °, preferably more than 120 ° or even more than 135 ° offset (with respect to
- the center of gravity and / or the lever end of the second lever arm 28 is less than 90 ° relative to the pivot axis 22,
- the center of gravity and / or the lever end of the first lever arm 27 is opposite to
- Swivel axis 22 offset by more than twice, three times or even four times the angle as the center of gravity or the lever end of the second lever arm 28.
- the angle is always defined about the axis of rotation of the camshaft 10 and in the direction of the spatial extent of the centrifugal element 21.
- the centrifugal element (lever) 21 is a parallel to the
- Camshaft axis extending lever pivot axis.
- the lever axis is arranged eccentrically to the camshaft axis, preferably spaced radially in the direction of a projection region of the cam body 12 to the camshaft axis.
- the protruding portion is the angular range extending radially from the camshaft axis with an angular deviation of less than 30 ° in the direction of the protrusion (maximum eccentricity position) of the cam body 12.
- the centrifugal element 21 is disposed directly adjacent to the cam 12, i. without another functional part in between, such as a bearing for the cam.
- the axial distance between the centrifugal member 21 and the cam 12 (side surface to side surface) is less than 0.5 cm.
- the axial distance between a center plane of the centrifugal member 21 and a midplane of the cam 12 is less than or less than 1.5 times the axial width of the cam, or even less than the axial width of the cam.
- the camshaft is supported on both sides, and the centrifugal element 21 is arranged between the two bearings 8a, 8b. As a result, a compact design is also possible in the axial direction.
- FIGS. 3b, 4b show the cam contour element 40 and a coupling mechanism which couples the centrifugal element 21 to the cam contour element 40. This coupling takes place such that the cam contour element (40) in the first
- the cam contour element 40 is designed as a pin, which is at least partially disposed along a pin axis in a blind hole of the cam body 12 and retractable into this.
- the outwardly of the blind hole outward surface of the cam contour element 40 forms the cam contour surface 44.
- the pin In the first cam contour position ( Figure 3b), the pin is at least partially extended out of the blind hole, and in the second cam contour position ( Figure 4b), the pin is substantially retracted into the blind hole, so that the cam contour surface 44 is flush with the surrounding surfaces.
- Cam contour element 40 is realized by a movable abutment body 24, which is in a first and second stop position, depending on the centrifugal position of the centrifugal element 21.
- the stopper body is realized as a pin rigidly connected to the centrifugal element 21 and rotatable about an axis parallel to the camshaft axis.
- the stop body 24 is positively connected, in particular rigidly connected to the centrifugal element 21.
- the connection between the centrifugal element 21 and the stop body 24 is arranged eccentrically to the camshaft axis, preferably radially to a projection or projection area
- the stopper body is rotatable about a stopper body axis parallel to the camshaft axis.
- the abutment body 24 or the abutment body axis is arranged eccentrically to the camshaft axis, preferably arranged in a front of the cam body 12.
- the abutment body axis is equal to a lever axis of the centrifugal member (lever) 21, and the abutment body 24 is rotatable together with the centrifugal member 21.
- the cam contour element 40 is biased against the stop body 24.
- Bias is not shown and may for example be done by a return spring, which is arranged approximately concentric with the axis of the cam contour element 40 and the cam contour element 40 against the stop body 24 biases (pushes).
- the return spring may be a compression spring clamped between (a stop in) the blind hole or cam body 12 and (a stop on) the cam contour element 40.
- the cam contour member 40 is frictionally engaged with (pressed against) the stop body 24.
- the contact area between the abutment body 24 and the cam contour element 40 is arranged in the cam body 12, preferably in a forward region of the cam body 12.
- the stop body 24 is in the area where the
- Cam contour element 40 clamped against the stop body 24, out of round.
- the stopper body 24 When the centrifugal member 21 is in the first centrifugal position, the stopper body 24 is in the first stop position and provides the cam contour member 40 with a first stop defining the first cam contour position for the cam contour member 40. When the centrifugal member 21 is in the second centrifugal position, the stopper body 24 is in the second stop position and provides the cam contour member 40 with a second stop defining the second cam contour position for the cam contour member 40.
- the first and second stops are different.
- the second stop is set back relative to the first stop.
- this abutment body is realized by a shaft 24 which is rotatable about the axis 22 (Fig. 3c, 4c) and rigidly connected to the centrifugal element 21. Depending on the centrifugal position of the centrifugal element 21, therefore, the shaft 24 is rotated in the first stop position (FIG. 3b) or in the second stop position (FIG. 4b).
- the cam contour member 40 is a pin slidably mounted in the cam 11 along a cam contour member axis and is against the shaft (abutment body) 24
- the cam contour element 40 therefore assumes the position which is predetermined by the stop with the shaft 24.
- the stop In the first stop position of Shaft 24 (Fig. 3b), the stop is made by a relatively more protruding portion of the shaft 24. This blocks movement of the cam contour member 40 into the cam body 12 (toward the second cam contour position) such that the cam contour member 40 is in the first cam contour position, ie, protrudes with its cam contour surface 44 opposite the remaining cam contour surface 14.
- the stop In the second stop position (FIG. 4 b), the stop is produced by a comparatively less protruding or flattened section of the shaft 24. This releases movement of the cam contour member 40 into the cam body 12 (toward the second cam contour position), and due to the bias, the cam contour member 40 is thus in the second cam contour position, i. with its cam contact surface 44 does not protrude.
- Cam contact surface 44 protrudes and thus causes an additional actuation of the exhaust valve 70, as shown in Figures 3a-3c. and that at higher rotational speeds (second rotational speed) the cam contact surface 44 is flush with the remaining cam contour surface 14 and thus the additional actuation of the outlet valve 70 is prevented.
- cam contour member 40 With reference to Fig. 5, the position of the cam contour member 40 will be described in more detail. As already mentioned, the cam contour surface - more precisely its center 44 '- of the cam contour member 40
- Cam contour element 40 is preferably arranged on a portion of the cam contour 16, in which the outlet valve - at least in the second cam contour position or at the remaining cam contour surface of this section - is closed.
- the cam contour surface of the cam contour element 40 is arranged a portion of the cam contour 16 which is associated with a compression stroke of the internal combustion engine.
- an angle ⁇ between the point 16a of maximum eccentricity of the cam contour 16 and the center 44 'of the cam contour surface is less than 180 ° (in FIG.
- the angle ⁇ can be between 90 ° and 180 °, more preferably between 105 ° and 180 °, or even between 125 ° and 180 °. This ensures that the cam contour surface acts efficiently as a decompression surface and can be vented in the combustion chamber during startup.
- the point 16a of maximum eccentricity of the cam contour 16 is generally independent of the cam contour position, and is defined to avoid ambiguity with respect to the second cam contour position.
- the cam contour member 40 is a pin slidably mounted in the cam 11 along a cam contour member axis.
- the axis of this pin 40 deviates by an angle of less than 45 °, preferably less than 30 ° from the radial direction of the camshaft through the center 44 'of the cam contour surface.
- the entire cam contour surface of the cam contour element 40 occupies only a limited angular range of the cam contour 16, preferably less than 45 °, more preferably less than 30 °, and most preferably less than 15 °.
- the cam contour surface of the cam contour element 40 occupies an angular range of at least 2 °.
- valve lift diagram of a four-stroke engine will be described, which is operated by means of the valve gear according to the Invention.
- the valve lift diagram shows schematically the valve opening V of an intake valve (dashed line denoted by I) and driven by the valve drive according to the invention exhaust valve
- the curves E and I represent typical valve lift characteristics of the four-stroke cycle engine.
- the curve E ' represents the additional actuation by the cam contour element 40 in the first one
- FIG. 6 also illustrates some general aspects of the arrangement of the cam contour member 40 with respect to the motor phase, which will be described below and optionally for any embodiments apply.
- the motor phase angle ⁇ is defined so that it passes through the interval from 0 ° to 360 ° during an engine cycle.
- the engine is a four-stroke engine and the engine phase angle ⁇ is half
- the cam contour surface of the cam contour member 40 is arranged for valve actuation during a compression stroke of the internal combustion engine. In another aspect, the cam contour surface of the cam contour member 40 is arranged such that a phase angle p of a maximum valve lift thereof
- Cam contour surface by a phase difference in the range of 70 ° - 30 °, preferably in the range of 65 ° - 45 ° before the top dead center UDC at the end of the compression stroke.
- the cam contour surface of the cam covers
- Cam contour member 40 caused valve opening a phase interval (o - ac) of the engine cycle of more than 2 ° or more than 3 ° or even more than 5 °, and or less than 20 °, less than 15 ° or even less than 10 °, ie for example, between 3 ° and 15 °, preferably between 5 ° and 10 °.
- o is defined as the phase at which the
- Valve opening exceeds 10% of the maximum valve opening at p, and ac is defined as the phase at which the valve opening falls below this value again.
- the phase interval (ao - ac) is the range at which the valve opening is greater than 10% of the maximum valve opening at ap.
- the cam contour element is arranged in a non-actuation region of the cam, so that in an environment around the cam
- Cam contour element no actuation of the valve takes place.
- Cam contour position is less than 30%, less than 20%, or even less than 10% of the (maximum) valve lift through the cam as a whole (that is, through point 16a of FIG
- the camshaft 10 rotates at a low (first) speed and cyclically actuates the exhaust valve 70 through the cam 11. Due to the low (first) speed, the cam contour element is located 40 in the first cam contour position with its cam contour surface 44 protruding so that the exhaust valve 70 is actuated by the cam contour surface 44 during a compression stroke of the internal combustion engine.
- the first cam contour position is achieved as described above by the trigger mechanism 20 holding the cam contour member 40 in the first cam contour position as illustrated in FIGS. 3a-3c and described with respect to those figures.
- the projecting cam contour surface 44 opens the valve, so that a pressure of the gas in the combustion chamber can be reduced.
- Cam contour element 40 moves to the second cam contour position (Fig. 4a-4c), in which the cam contour surface 44 is not or less protruding.
- the movement towards the second cam contour position is achieved as described above by the fact that the
- Triggering mechanism 20 holds the cam contour member 40 in the second cam contour position, as shown in Figures 4a-4c and described with respect to these figures. As a result, the exhaust valve 70 will no longer be separated from the cam contour surface 44 of FIG.
- Cam contour element 40 is actuated, i. There is no significant additional valve opening. Thus, a normal operation of the internal combustion engine and in particular a normal compression of the air-fuel mixture in the combustion chamber is possible.
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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)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112019006860A BR112019006860A2 (en) | 2016-10-07 | 2017-10-06 | camshaft for an internal combustion engine |
CN201780062263.7A CN109952416B (en) | 2016-10-07 | 2017-10-06 | Camshaft for internal combustion engine |
EP17780420.0A EP3523513B1 (en) | 2016-10-07 | 2017-10-06 | Camshaft for internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016119105.1A DE102016119105A1 (en) | 2016-10-07 | 2016-10-07 | Camshaft for internal combustion engine |
DE102016119105.1 | 2016-10-07 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2018065602A1 true WO2018065602A1 (en) | 2018-04-12 |
Family
ID=60022120
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2017/075544 WO2018065602A1 (en) | 2016-10-07 | 2017-10-06 | Camshaft for combustion engine |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3523513B1 (en) |
CN (1) | CN109952416B (en) |
BR (1) | BR112019006860A2 (en) |
DE (1) | DE102016119105A1 (en) |
WO (1) | WO2018065602A1 (en) |
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DE102005057127A1 (en) | 2005-04-17 | 2006-11-09 | Uwe Eisenbeis | Internal combustion engine with variable valve train |
EP1892388A1 (en) * | 2006-08-08 | 2008-02-27 | HONDA MOTOR CO., Ltd. | Engine with decompression device |
JP2008082188A (en) | 2006-09-26 | 2008-04-10 | Honda Motor Co Ltd | Valve gear of internal combustion engine |
US20090301419A1 (en) * | 2008-06-10 | 2009-12-10 | Kawasaki Jukogyo Kabushiki Kaisha | Decompression Mechanism |
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IT1254606B (en) * | 1992-02-10 | 1995-09-28 | Cagiva Motor | AUTOMATIC DECOMPRESSION DEVICE OF A MOTOR OF A MOTORCYCLE IN THE STARTING PHASE |
JP3319920B2 (en) * | 1995-10-12 | 2002-09-03 | 株式会社ユニシアジェックス | Engine Valve Actuator |
KR101234654B1 (en) * | 2010-12-06 | 2013-02-19 | 현대자동차주식회사 | Variable valve driving apparatus |
CN202117726U (en) * | 2011-08-29 | 2012-01-18 | 重庆银钢汽车配件制造有限责任公司 | Camshaft structure |
GB201406661D0 (en) * | 2014-04-14 | 2014-05-28 | Triumph Designs Ltd | Decompression device |
JP2015224579A (en) * | 2014-05-27 | 2015-12-14 | ヤマハ発動機株式会社 | Engine and vehicle |
GB201503074D0 (en) * | 2015-02-24 | 2015-04-08 | Triumph Designs Ltd | Decompression device |
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2016
- 2016-10-07 DE DE102016119105.1A patent/DE102016119105A1/en not_active Ceased
-
2017
- 2017-10-06 WO PCT/EP2017/075544 patent/WO2018065602A1/en unknown
- 2017-10-06 BR BR112019006860A patent/BR112019006860A2/en not_active Application Discontinuation
- 2017-10-06 EP EP17780420.0A patent/EP3523513B1/en active Active
- 2017-10-06 CN CN201780062263.7A patent/CN109952416B/en active Active
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EP1247950A2 (en) * | 2001-03-30 | 2002-10-09 | Tecumseh Products Company | Mechanical compression and vacuum release |
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CN109952416B (en) | 2021-11-16 |
BR112019006860A2 (en) | 2019-06-25 |
DE102016119105A1 (en) | 2018-04-12 |
EP3523513B1 (en) | 2024-02-21 |
CN109952416A (en) | 2019-06-28 |
EP3523513A1 (en) | 2019-08-14 |
EP3523513C0 (en) | 2024-02-21 |
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