EP1046793A2 - Variable Ventilsteuerungseinrichtung und Verfahren - Google Patents

Variable Ventilsteuerungseinrichtung und Verfahren Download PDF

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Publication number
EP1046793A2
EP1046793A2 EP20000302306 EP00302306A EP1046793A2 EP 1046793 A2 EP1046793 A2 EP 1046793A2 EP 20000302306 EP20000302306 EP 20000302306 EP 00302306 A EP00302306 A EP 00302306A EP 1046793 A2 EP1046793 A2 EP 1046793A2
Authority
EP
European Patent Office
Prior art keywords
fluid
outlets
bearing
cam
pair
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.)
Withdrawn
Application number
EP20000302306
Other languages
English (en)
French (fr)
Other versions
EP1046793A3 (de
Inventor
Anthony Frank Dimaria
John Paul Vivier
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of EP1046793A2 publication Critical patent/EP1046793A2/de
Publication of EP1046793A3 publication Critical patent/EP1046793A3/de
Withdrawn legal-status Critical Current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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F01L2001/0476—Camshaft bearings
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts

Definitions

  • the present invention relates to a system and method for use in a variable cam timing system to provide pressurised fluid to a phaser unit to control variable cam timing for an internal combustion engine.
  • variable cam timing engines utilise a mechanism for adjusting this relationship for various advantages related to increased fuel economy and reduced regulated emissions.
  • the cylinder heads are designed for variable cam timing; i.e. the heads include oil porting passages to communicate pressurised oil to a solenoid valve, which directs the pressurised oil to a selected passage in the cam shaft, which directs the pressurised fluid of the cam phaser.
  • An object of the invention claimed herein is to provide a system and method for providing a simplified oil distribution system for a VCT system, and particularly such a system which may be added to an existing engine architecture.
  • a bearing is secured to the engine for rotatably supporting the cam shaft.
  • the bearing has an inlet for pressurised fluid and a pair of outlets for the pressurised fluid.
  • One of the outlets is associated with relatively advancing cam timing and the other of the outlets is associated with relatively retarding cam timing.
  • a solenoid valve selectively routes pressurised fluid between the inlet and one of the outlets.
  • An advantage of the above aspect of the invention is improved oil distribution.
  • Another, more specific, advantage of the present inventions is the potential to add a VCT system to an existing engine architecture with minor changes.
  • Another advantage of the above aspect of the invention is reduced cost and time required to implement a VCT system.
  • an internal combustion engine 10 comprising a plurality of cylinders, one cylinder of which is shown in Figure 1, is controlled by electronic engine controller 12.
  • Engine 10 includes combustion chamber 30 and cylinder walls 32 with piston 36 positioned therein and connected to crankshaft 40.
  • Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via intake valve 52 and exhaust valve 54, respectively.
  • Intake manifold 44 is shown communicating with throttle body 58 via throttle plate 62.
  • Throttle position sensor 69 measures position of throttle plate 62.
  • Exhaust manifold 48 is shown.
  • Intake manifold 44 is also shown having fuel injector 80 coupled thereto for delivering liquid fuel in proportion to the pulse width of signal FPW from controller 12.
  • Fuel is delivered to fuel injector 80 by a conventional fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown).
  • a conventional fuel system including a fuel tank, fuel pump, and fuel rail (not shown).
  • the engine may be configured such that the fuel is injected directly into the cylinder of the engine, which is known to those skilled in the art as a direct injection engine.
  • Conventional distributorless ignition system 88 provides ignition spark to combustion chamber 30 via spark plug 92 in response to controller 12.
  • Two-state exhaust gas oxygen sensor 16 is shown coupled to exhaust manifold 48 upstream of catalytic converter 97. Sensor 16 provides signal EGO to controller 12 which converts signal EGO into two-state signal EGOS.
  • a high voltage state of signal EGOS indicates exhaust gases are rich of a reference air/fuel ratio and a low voltage state of converted signal EGO indicates exhaust gases are lean of the reference air/fuel ratio.
  • Controller 12 is shown in Figure 1 as a conventional microcomputer including: microprocessor unit 102, input/output ports 104, read-only memory 106, random access memory 108, and a conventional data bus. Controller 12 is shown receiving various signals from sensors coupled to engine 10, in addition to those signals previously discussed, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; a measurement of mass air flow measurement (MAF) from mass flow sensor 116 coupled to intake manifold 44; and a profile ignition pickup signal (PIP) from Hall effect sensor 118 coupled to crankshaft 40.
  • engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114
  • MAF mass air flow measurement
  • PIP profile ignition pickup signal
  • engine speed sensor 119 produces a predetermined number of equally spaced pulses every revolution of the crankshaft.
  • Camshaft 130 of engine 10 is shown communicating with rocker arms 132 and 134 for actuating intake valve 52 and exhaust valve 54.
  • Camshaft 130 is directly coupled to housing 136.
  • Housing 136 forms a toothed wheel having a plurality of teeth 138.
  • Housing 136 is hydraulically coupled to an inner shaft (not shown), which is in turn directly linked to camshaft 130 via a timing chain (not shown). Therefore, housing 136 and camshaft 130 rotate at a speed substantially equivalent to the inner camshaft.
  • the inner camshaft rotates at a constant speed ratio to crankshaft 40.
  • the relative position of camshaft 130 to crankshaft 40 can be varied by hydraulic pressures in advance chamber 142 and retard chamber 144, as better illustrated in Figure 8.
  • advance chamber 142 By allowing high pressure hydraulic fluid to enter advance chamber 142, the relative relationship between camshaft 130 and crankshaft 40 is advanced.
  • intake valve 52 and exhaust valve 54 open and close at a time earlier than normal relative to crankshaft 40.
  • retard chamber 144 By allowing high pressure hydraulic fluid to enter retard chamber 144, the relative relationship between camshaft 130 and crankshaft 40 is retarded.
  • intake valve 52 and exhaust valve 54 open and close at a time later than normal relative to crankshaft 40.
  • Teeth 138 being coupled to housing 136 and camshaft 130, allow for measurement of relative cam position via cam timing sensor 150 providing signal VCT to controller 12.
  • Teeth 1, 2, 3, and 4 are preferably used for measurement of cam timing and are equally spaced (for example, in a V-8 dual bank engine, spaced 90 degrees apart from one another) , while tooth 5 is preferably used for cylinder identification, as described later herein.
  • Controller 12 sends control signals (LACT,RACT) to conventional solenoid valves (not shown) to control the flow of hydraulic fluid either into advance chamber 142, retard chamber 144, or neither.
  • Relative cam timing is measured using the method described in U.S. 5,548,995, which is incorporated herein by reference.
  • the time, or rotation angle between the rising edge of the PIP signal and receiving a signal from one of the plurality of teeth 138 on housing 136 gives a measure of the relative cam timing.
  • a measure of cam timing for a particular bank is received four times per revolution, with the extra signal used for cylinder identification.
  • engine includes a pair of camshafts 129, 130. Each camshaft is drivably connected to a phaser unit 160, 161 as described above with reference to Figure 9. As illustrated here, phaser units 160, 161 are illustrated as vane-type VCT phasers.
  • phaser units 160, 161 are illustrated as vane-type VCT phasers.
  • One skilled in the art alternatively appreciates the applicability of the present invention to any other hydraulically actuated VCT unit, such as a piston unit, as described in US Patent 5,002,023. All such hydraulic units have not been described herein in detail, but in skilled in the art readily appreciates the applications of the present invention to these designs.
  • camshafts 129, 130 are rotationally held in position by a number of bearings 171, 172, 173, 174, 175, and 176, which are well known to one skilled in the art. Additionally a bridge 177 holds both camshafts 129, 130 for rotation and against axial loading. As shown in Figure 2, bridge 177 is secured to the engine 10 using four bolts 180, 181, 182, 183 into tapped holes (not shown).
  • the bridge 177 includes a plurality of holes and conduits for communicating pressurised fluid.
  • a first hole 190 receives pressurised fluid from a supply provided in the engine 10.
  • the supply preferably comprises a hole provided in the engine head.
  • the first hole 190 communicates fluid to a pair of ports 191, 192 in fluid communication with a pair of solenoid valves 184, 185.
  • the solenoids 184, 185 are held by the bridge 177 in a known manner.
  • the valves 184, 185 include a plurality of annular grooves 186, 187 for communicating fluid from the ports 191, 192 through the bridge 177.
  • the valves 184, 185 also include grooves 188 for o-ring seals as known to one skilled in the art.
  • the valves 184, 185 are electrically operated and positionable to at least two positions to communicate the fluid to a pair of outlet ports 193, 194 or 195, 196, respectively.
  • the solenoid valve may have an intermediate position where either both or neither of the output ports communicate fluid, in order to hold the VCT in a desired position.
  • the solenoids 184, 185 are held nearly horizontally, or nearly parallel to the camshaft. This minimises the vertical package height required by this assembly.
  • This orientation may be altered as package space best permits.
  • the spool 610 of the solenoid valve includes a number of lands 612, 614, 616, 618 for controlling the flow of fluid through the bridge 177'.
  • the bridge 177' represented here is shown schematically to illustrate the communication across the spool 610 to a shaft 620 (shown in Figure 6).
  • the bridge 177' includes a number of outlet ports, two of which 693, 694 are represented here.
  • the outlet ports communicate with one of a pair of advance and retard fluid passageways 621, 622, respectively formed in the shaft 620.
  • pressurised oil is fed to the valve 184 from the cylinder head 710 through a pressurised oil feed port 712 preferably provided in the cylinder head or alternatively through an oil supply line external tot the head (not shown).
  • the bridge 177' includes a thrust bearing, which comprises an annular slot 630 formed in the bridge 177' and engages a flange 624 provided on the shaft 620.
  • the bridge 177' acts as a thrust bearing for the shaft 620.
  • the bridge 177'' includes a pair of substantially vertical solenoid valves 184', 185'.
  • This bridge 177'' includes a pair of oil grooves 693', 694' similar to the grooves 693, 694 of Figure 3, for communicating the oil to the shaft 620.
  • This bridge 177'' includes an oil inlet 190, communicating to the solenoid valves through bores formed in the bridge 177' and not shown here for the sake of clarity.
  • this embodiment includes passageways formed internally thereto, and thus the mating of the bridge 177'' to the head does not serve all of the sealing functions of the embodiment illustrates in Figures 2-3.
  • the solenoid valves 184', 185' are then actuated in a known manner to control the flow of oil to one of two passages per valve and thus pressurise a select one of the grooves 693', 694' to communicate with the shaft.
  • a sensor 150' may be mounted to the bridge 177'' to detect teeth or notches formed on a member rotating with the camshaft, and thereby eliminate the need for additional bracketry for this sensor 150'.
  • the sensor 150' is mounted through the bridge 177' and teeth or notches (not shown) are formed on the flange 624 of the shaft 620, and the sensor 150' senses these the teeth on the flange 624.
  • the solenoid valves may include a flange 530 for a screw connection to the bridge 177' or may have a snap fit or threaded fit (not shown) to the bridge 177' as known to one skilled on the art.
  • the present invention may be applied to a single camshaft, but optimally the bridge rotatably supports two camshafts to reduce the number of parts required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP00302306A 1999-04-21 2000-03-22 Variable Ventilsteuerungseinrichtung und Verfahren Withdrawn EP1046793A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US295525 1981-08-24
US29552599A 1999-04-21 1999-04-21

Publications (2)

Publication Number Publication Date
EP1046793A2 true EP1046793A2 (de) 2000-10-25
EP1046793A3 EP1046793A3 (de) 2002-08-21

Family

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Family Applications (1)

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EP00302306A Withdrawn EP1046793A3 (de) 1999-04-21 2000-03-22 Variable Ventilsteuerungseinrichtung und Verfahren

Country Status (1)

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EP (1) EP1046793A3 (de)

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1057982A3 (de) * 1999-05-31 2002-08-14 Yamaha Hatsudoki Kabushiki Kaisha Viertakt-Brennkraftmaschine
EP1081340A3 (de) * 1999-09-03 2002-08-21 Honda Giken Kogyo Kabushiki Kaisha Ölkanal für eine Ventilantriebsvorrichtung in einer Brennkraftmaschine
EP1245803A1 (de) 2001-03-30 2002-10-02 Gomecsys B.V. Brennkraftmaschine mit variablem Verdichtungsverhältnis
DE10118119A1 (de) * 2001-04-11 2002-10-24 Ina Schaeffler Kg Brennkraftmaschine mit zumindest zwei in deren Zylinderkopf nebeneinander angeordneten Nockenwellen, insbesondere mit einer Einlass- und einer Auslassnockenwelle
EP1333159A3 (de) * 2002-02-05 2003-09-10 Nissan Motor Company, Limited Brennkraftmaschine mit einem variablen Ventilverstellmechanismus
EP1316682A3 (de) * 2001-11-30 2003-12-03 Yamaha Hatsudoki Kabushiki Kaisha Zylinderkopf für eine Brennkraftmaschine
EP1375828A1 (de) * 2002-06-04 2004-01-02 Nissan Motor Co., Ltd. Nockenwellenlagerung einer Brennkraftmaschine
US6676389B2 (en) 2001-04-07 2004-01-13 Ford Global Technologies, Llc Piston pump for increasing pressure, comprising a transfer piston and a pressure-control piston
EP1422387A1 (de) * 2002-11-14 2004-05-26 Mazda Motor Corporation Variable Ventilsteuervorrichtung einer Brennkraftmaschine
EP1340886A4 (de) * 2000-12-04 2005-06-22 Mitsubishi Electric Corp Regelventil für öl und verfahren zum montieren eines solchen ventils
EP1640570A1 (de) * 2004-09-27 2006-03-29 Aisin Seiki Kabushiki Kaisha Elektromagnetische Ventileinheit und Brennkraftmaschinendeckeleinheit
WO2006081789A1 (de) * 2005-02-03 2006-08-10 Mahle International Gmbh Verstellbare nockenwelle, insbesondere für verbrennungsmotoren von kraftfahrzeugen, mit einer hydraulischen stelleinrichtung
WO2006085640A1 (en) * 2005-02-10 2006-08-17 Toyota Jidosha Kabushiki Kaisha Attachment structure of sensor for internal combustion engine and cam cap component
EP1865157A1 (de) * 2006-06-07 2007-12-12 Ford Global Technologies, LLC Ölzufuhrsystem für einen Verbrennungsmotor
US7712289B2 (en) 2005-07-26 2010-05-11 Jörg von Seggern Maschinenbau GmbH Method for the gastight packaging of objects using a film material fitting tightly on the objects and a device for the gastight packaging of objects
EP2400122A1 (de) * 2007-08-23 2011-12-28 Honda Motor Co., Ltd. Ventilbetriebssteuerungssystem für einen Verbrennungsmotor
US9797280B2 (en) 2015-10-09 2017-10-24 Ford Global Technologies, Llc Camshaft thrust bearing lubrication system

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5119691A (en) 1989-10-10 1992-06-09 General Motors Corporation Hydraulic phasers and valve means therefor
US5363817A (en) 1993-03-25 1994-11-15 Nippondenso Co., Ltd. Valve operation timing regulation apparatus for internal combustion engines
US5657725A (en) 1994-09-15 1997-08-19 Borg-Warner Automotive, Inc. VCT system utilizing engine oil pressure for actuation

Family Cites Families (8)

* Cited by examiner, † Cited by third party
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US5143034A (en) * 1990-03-29 1992-09-01 Mazda Motor Corporation Lubrication system for V-type overhead camshaft engine
JPH0610626A (ja) * 1992-06-26 1994-01-18 Nippondenso Co Ltd 内燃機関のバルブタイミング制御装置
JP3374475B2 (ja) * 1993-11-16 2003-02-04 株式会社デンソー バルブタイミング調整装置
DE19502496C2 (de) * 1995-01-27 1998-09-24 Schaeffler Waelzlager Ohg Vorrichtung zum Verändern der Steuerzeiten einer Brennkraftmaschine
JP3189679B2 (ja) * 1996-05-24 2001-07-16 トヨタ自動車株式会社 内燃機関のバルブ特性制御装置
JPH1089024A (ja) * 1996-09-13 1998-04-07 Toyota Motor Corp 内燃機関のバルブ特性可変機構
JP3164007B2 (ja) * 1997-02-14 2001-05-08 トヨタ自動車株式会社 内燃機関のバルブタイミング調整装置
JP4036401B2 (ja) * 1998-03-27 2008-01-23 ヤマハ発動機株式会社 可変バルブタイミング装置を備えた４サイクルエンジン

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5119691A (en) 1989-10-10 1992-06-09 General Motors Corporation Hydraulic phasers and valve means therefor
US5363817A (en) 1993-03-25 1994-11-15 Nippondenso Co., Ltd. Valve operation timing regulation apparatus for internal combustion engines
US5657725A (en) 1994-09-15 1997-08-19 Borg-Warner Automotive, Inc. VCT system utilizing engine oil pressure for actuation

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1057982A3 (de) * 1999-05-31 2002-08-14 Yamaha Hatsudoki Kabushiki Kaisha Viertakt-Brennkraftmaschine
EP1081340A3 (de) * 1999-09-03 2002-08-21 Honda Giken Kogyo Kabushiki Kaisha Ölkanal für eine Ventilantriebsvorrichtung in einer Brennkraftmaschine
EP1340886A4 (de) * 2000-12-04 2005-06-22 Mitsubishi Electric Corp Regelventil für öl und verfahren zum montieren eines solchen ventils
EP1245803A1 (de) 2001-03-30 2002-10-02 Gomecsys B.V. Brennkraftmaschine mit variablem Verdichtungsverhältnis
US6676389B2 (en) 2001-04-07 2004-01-13 Ford Global Technologies, Llc Piston pump for increasing pressure, comprising a transfer piston and a pressure-control piston
DE10118119A1 (de) * 2001-04-11 2002-10-24 Ina Schaeffler Kg Brennkraftmaschine mit zumindest zwei in deren Zylinderkopf nebeneinander angeordneten Nockenwellen, insbesondere mit einer Einlass- und einer Auslassnockenwelle
EP1249582A3 (de) * 2001-04-11 2003-01-08 INA- Schaeffler KG Brennkraftmaschine mit zumindest zwei obenliegenden Nockenwellen
US6505588B2 (en) 2001-04-11 2003-01-14 Ina- Schaeffler Kg Internal combustion engine with at least two cam shafts arranged adjacent to each other in the cylinder head, particularly with an intake camshaft and an exhaust camshaft
DE10118119C2 (de) * 2001-04-11 2003-11-20 Ina Schaeffler Kg Brennkraftmaschine mit zwei in deren Zylinderkopf nebeneinander angeordneten Nockenwellen, insbesondere mit einer Einlass- und einer Auslassnockenwelle
EP1316682A3 (de) * 2001-11-30 2003-12-03 Yamaha Hatsudoki Kabushiki Kaisha Zylinderkopf für eine Brennkraftmaschine
EP1333159A3 (de) * 2002-02-05 2003-09-10 Nissan Motor Company, Limited Brennkraftmaschine mit einem variablen Ventilverstellmechanismus
US6684836B2 (en) 2002-02-05 2004-02-03 Nissan Motor Co., Ltd. Internal combustion engine
US7104694B2 (en) 2002-06-04 2006-09-12 Nissan Motor Co., Ltd. Bearing apparatus for camshaft in engine
EP1375828A1 (de) * 2002-06-04 2004-01-02 Nissan Motor Co., Ltd. Nockenwellenlagerung einer Brennkraftmaschine
EP1422387A1 (de) * 2002-11-14 2004-05-26 Mazda Motor Corporation Variable Ventilsteuervorrichtung einer Brennkraftmaschine
US6860247B2 (en) 2002-11-14 2005-03-01 Mazda Motor Corporation Engine variable valve timing system
EP1640570A1 (de) * 2004-09-27 2006-03-29 Aisin Seiki Kabushiki Kaisha Elektromagnetische Ventileinheit und Brennkraftmaschinendeckeleinheit
US7513232B2 (en) 2005-02-03 2009-04-07 Mahle International Gmbh Adjustable camshaft, in particular for internal combustion engines for motor vehicles having a hydraulic adjusting device
WO2006081789A1 (de) * 2005-02-03 2006-08-10 Mahle International Gmbh Verstellbare nockenwelle, insbesondere für verbrennungsmotoren von kraftfahrzeugen, mit einer hydraulischen stelleinrichtung
WO2006085640A1 (en) * 2005-02-10 2006-08-17 Toyota Jidosha Kabushiki Kaisha Attachment structure of sensor for internal combustion engine and cam cap component
US7712289B2 (en) 2005-07-26 2010-05-11 Jörg von Seggern Maschinenbau GmbH Method for the gastight packaging of objects using a film material fitting tightly on the objects and a device for the gastight packaging of objects
US7395802B2 (en) 2006-06-07 2008-07-08 Ford Global Technologies, Llc Oil supply for internal combustion engine camshaft
EP1865157A1 (de) * 2006-06-07 2007-12-12 Ford Global Technologies, LLC Ölzufuhrsystem für einen Verbrennungsmotor
EP2400122A1 (de) * 2007-08-23 2011-12-28 Honda Motor Co., Ltd. Ventilbetriebssteuerungssystem für einen Verbrennungsmotor
US8220425B2 (en) 2007-08-23 2012-07-17 Honda Motor Co., Ltd. Valve operation control system for internal combustion engine
US9797280B2 (en) 2015-10-09 2017-10-24 Ford Global Technologies, Llc Camshaft thrust bearing lubrication system

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