WO2004094792A2 - Procedes de commande d'un moteur sans cames pour empecher des interferences entre soupapes et pistons - Google Patents

Procedes de commande d'un moteur sans cames pour empecher des interferences entre soupapes et pistons Download PDF

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Publication number
WO2004094792A2
WO2004094792A2 PCT/US2004/012151 US2004012151W WO2004094792A2 WO 2004094792 A2 WO2004094792 A2 WO 2004094792A2 US 2004012151 W US2004012151 W US 2004012151W WO 2004094792 A2 WO2004094792 A2 WO 2004094792A2
Authority
WO
WIPO (PCT)
Prior art keywords
trajectory
engine
engine valve
valve
safe
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.)
Ceased
Application number
PCT/US2004/012151
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English (en)
Other versions
WO2004094792A3 (fr
Inventor
Guy Robert Babbitt
Christopher Stevens Balton
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.)
Sturman Industries Inc
Original Assignee
Sturman Industries Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sturman Industries Inc filed Critical Sturman Industries Inc
Publication of WO2004094792A2 publication Critical patent/WO2004094792A2/fr
Publication of WO2004094792A3 publication Critical patent/WO2004094792A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid 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
    • 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
    • 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
    • F01L9/16—Pneumatic means
    • 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
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/16—Preventing interference
    • 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
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F01L9/24—Piezoelectric actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to the field of camless engine valve actuation for internal combustion engines.
  • An interference engine is an internal combustion engine in which the intake or exhaust valve or valves, or both intake and exhaust valves may at different times occupy the same space as the respective piston, or the same space as each other.
  • the cam shape and camshaft timing automatically guarantee that the valves, and valves and piston, do not try to occupy the same space at the same time.
  • an interference engine equipped with an electro-hydraulic valve actuation system or any means of opening the engine valves that does not automatically mechanically prevent such interference, it is possible for a valve and piston to collide, or valves to collide, usually with catastrophic results .
  • U.S. Patent No. 6,092,495 discloses a method of controlling electronically controlled valves to prevent interference between the valves and a piston.
  • the method includes the steps of sensing position of the crankshaft during a number of engine cycles and generating a frequency signal in response thereto and calculating a crankshaft speed and a crankshaft acceleration based on the frequency signal .
  • the method further includes the step of calculating a future piston position based on the crankshaft speed and the crankshaft acceleration.
  • the method still further includes the steps of calculating a future engine valve position and comparing the future piston position to the future engine valve position to determine if the future engine valve position interferes with the future piston position.
  • the method yet further includes the step of moving the engine valve to the closed position in response to determining that the future engine valve position interferes with the future piston position.
  • An engine assembly is also disclosed.
  • the step of calculating a future piston position based on the crankshaft speed and the crankshaft acceleration and the step of calculating a future engine valve position are relatively complicated and processing intensive.
  • the present invention comprises simplified methods for controlling engine valves in such systems to minimize the likelihood that such an interference condition will ever exist.
  • the preferred embodiments of the present invention pertain to the control system for the Sturman HVA4 camless system, though are applicable to other camless systems as well.
  • the Sturman HVA4 System is described in U.S. Patent Application Publication No. US 2003/0015155 Al, the disclosure of which is incorporated herein by reference. That application discloses a closed loop system wherein the position of the valves is known at all times and controlled by the feedback loop. Use of magnetically latching control valves is discretionary and not an essential part of that invention.
  • system is a two stage control system, with electronically controlled valves controlling a hydraulically controlled valve controlling the engine valve, though the present invention is not limited to such two stage systems, and may be used with other systems such as single stage hydraulic valve actuation systems and camless systems using other valve actuation technologies, such as, by way of example, electromagnetic, piezoelectric and pneumatic.
  • a camless engine as used herein means an internal combustion engine wherein the motion of one or more engine valves is not directly prescribed by the shape and timing of a cam valve actuation system.
  • FIG. 1 one embodiment of such a system is shown in Figure 1.
  • the controller 33 controls electrically operated vent pilot control valve 20 and supply pilot control valve 22 (first stage valves) that in turn control the coupling of one end of a proportional spool valve 24 (second stage valve) to a low pressure rail 36 (typically but not necessarily engine oil) and a still lower pressure vent 37. With both the vent pilot control valve 20 and supply pilot control valve 22 closed, the proportional valve will remain in a fixed position.
  • the proportional valve 24 preferably is a spool valve with a specially shaped spool to block flow when approximately centered, and to provide nonlinearly increasing (at a rate greater than linear) flow area from a high pressure rail 56 to engine valve actuator 28, or to vent the engine valve actuator chamber 26 to vent 39 to allow engine valve return spring 32 to close the engine valve 30, when moved a respective direction from the center position.
  • pressure from the low pressure rail 36 acting on an area at the right end of the proportional valve 24 provides the spool return force, with pressure in line 34 acting on a larger area at the left end of the proportional valve providing the proportional valve actuation force.
  • a spring return could be used.
  • the controller will be coupled to sense engine operating conditions and environmental conditions, and control the engine valves in a manner responsive thereto to obtain optimum engine performance.
  • the controller is provided knowledge of the engine valve position at all times by sensor 58, preferably a Hall effect sensor, to allow the controller to respond to deviations of engine valve motion from expected engine valve motion. It is the ability to control engine valve timing and operation in general that makes hydraulic (and other camless) engine valve operating systems attractive.
  • Figure 1 is a block diagram of an exemplary configuration of a prior art hydraulic valve actuation system.
  • Figure 2 is a diagram outlining the control strategy utilized to ensure that there is no valve to piston interference.
  • Figure 3 is a diagram showing the desired minimum and maximum opening timing (Deg) in relation to the piston position.
  • Figure 4 is a diagram showing the desired minimum and maximum opening flank rate (mm/Deg) in relation to the piston position.
  • Figure 5 is a diagram showing the desired minimum and maximum height (mm) in relation to the piston position.
  • Figure 6 is a diagram showing the desired minimum and maximum closing flank rate (mm/Deg) in relation to the piston position.
  • Figure 7 is a diagram showing the desired minimum and maximum closing timing (Deg) in relation to the piston position.
  • Figure 8 is another diagram illustrating the aspects of the invention.
  • FIG. 1 Figures showing engine valve trajectories preceding piston position would normally apply to exhaust valve trajectories, while figures showing piston position preceding engine valve trajectories would normally apply to intake valve trajectories for normal engine operation, or to exhaust valve trajectories when in an engine retarding mode.
  • various additional technologies such as, by way of example, engine retardation and internal exhaust gas recirculation (IEGR) may call for the opening and closing of the valves at other times, such as the opening of the exhaust valve when the piston is near top dead center on the compression stroke, or the opening of both intake and exhaust valves at the same time.
  • IEGR engine retardation and internal exhaust gas recirculation
  • angle as used herein is used in the context of crankshaft angle, such as, by way of example, from some reference position such as the top dead center position for the respective cylinder of a single or multi- cylinder engine, or for a specific cylinder for a multi- cylinder engine.
  • the invention relates to how a camless system will ensure that there are no inadvertent valve to valve and/or valve to piston collisions. Furthermore, this invention will be more successful in accomplishing these goals, and will result in a more robust system than the prior art .
  • a trajectory may be defined as an engine valve position (lift) versus crankshaft angle.
  • a safe trajectory as used herein may be defined as a trajectory separating acceptable trajectories from unacceptable trajectories, an unacceptable trajectory being one that may risk or actually cause collision between engine valves or between an engine valve and the engine piston.
  • a single predetermined safe trajectory may be used under all operating conditions and environmental conditions.
  • Such a safe trajectory would be permanently stored, such as in a lookup table or equation form or a combination of both, and used to compare with actual engine valve trajectories. If an engine valve ventured into an unacceptable trajectory, the engine valve actuation system could then be commanded to take preventative action, such as to close the valve.
  • valve to valve collisions are not possible, as a minimum, the safe trajectory need only consider crankshaft angle versus engine valve position for crankshaft angles putting the respective engine piston in the general vicinity of top dead center, as engine valve/piston collisions are not possible throughout most of the piston motion without a catastrophic failure such as a broken valve stem.
  • a safe trajectory might be defined throughout a valve trajectory to provide a warning of a malfunction needing maintenance attention, and/or that if the same malfunction reoccurs near top dead center, could be catastrophic.
  • the same or different safe trajectory (properly crankshaft angle re-referenced for both opening and closing crankshaft angles) could be used for both intake valves and exhaust valves .
  • a single (or one for intake valves and one for exhaust valves) safe trajectory may unnecessarily encroach on desired valve trajectories under certain operating conditions.
  • a safe trajectory for a cold engine (cold hydraulic fluid) operating at the highest allowable RPM may require a safe trajectory that is too conservative for a properly warmed up engine running at full load at a lower RPM.
  • the applicable safe trajectory may be based on engine operating conditions, which may include but are not necessarily limited to past and current engine speed, acceleration and/or temperature, and environmental conditions, which may include but are not necessarily limited to air temperature, barometric pressure, and/or manifold pressure.
  • engine operating conditions and environmental conditions means one or more variables selected from the variables associated with engine operating conditions and environmental conditions.
  • past, current and commanded engine load may be used as well.
  • a respective one safe trajectory might be used for a range of one or more variables (engine operating conditions, environmental conditions, etc.), or for different ranges of variables, with or without interpolation between safe trajectories.
  • one safe trajectory might apply to a range of cold engine, low engine speeds and also apply to a range of warm engine, normal operating speeds.
  • the safe trajectories may be described by the opening angle, opening flank rate, maximum lift, closing flank rate, closing angle, and the angle where the closing flank decelerates to become the landing rate at which the engine valve seats (see Figure 8) .
  • any timing information is prescribed in degrees, not time, and therefore the piston position and the safe operating conditions determined ahead of time for a particular operating condition are geometrically constrained and will never deviate unless there is a hardware failure. This means that there is no need to ever predict where the piston will be in the future, and that if the desired trajectory is achieved, there will never be valve to piston interference.
  • any safe trajectory may need to account for the trajectory of the other possibly colliding valve. This may be done for some engines by merely determining safe trajectories for each valve that do not cross each other. In other engines, this may limit desired valve motion. In such engines, the safe trajectory of one valve might be determined based on the commanded trajectory for the other valve, or based on the actual measured trajectory for the other valve.
  • the best possible set of actuator movements to meet the desired trajectory (see Figures 3 through 7, which also illustrate safe trajectories corresponding to the allowable trajectories closest to the piston) , are also determined or calculated based on the above data.
  • the scheduled valve opening and closing angles (deg) , valve opening and closing flank rates (mm/deg) , the lift (mm) , and the seating rate (mm/deg) for the desired valve trajectories are continuously updated in response to changing conditions. See Figure 2 for a typical desired trajectory for an engine intake valve relative to the piston position illustrated by the curve over the TDC (top dead center) marking.
  • lookup tables, or equations for the desired valve trajectories, there preferably are precompiled lookup tables, or equations, that describe the allowable deviation of the actual valve trajectory from the desired valve trajectory. These allowable deviations are also based on engine position, not time, and therefore are also geometrically constrained by the engine hardware and will not change unless there is a hardware failure.
  • the system may acquire a memory of known engine and valve responses as a function of various inputs over time. This information may be used to schedule the best possible commands to the control valves (hydraulic system) to meet the desired trajectory.
  • the need to predict crankshaft acceleration may be eliminated from the timing of the control events as these events were originally prescribed in degrees and will be issued by the control device on the designated angles .
  • the control system can monitor, in real time, or in batch manner, the actual trajectory of the engine valve and compare it to the desired trajectory. If the deviation between the two exceeds the allowable deviation determined as may be described above, corrective action can be taken to try to minimize the deviation. It is also possible that the deviation will be determined to be too large, or not readily correctable, and alternate control actions may be taken, including closing the valve at the earliest possible angle.
  • HVA4 control system uses that also make it inherently more robust to valve to piston interference. Most notable of these is that the system is operated on an angle basis and the timing of various valve events is dictated by angles and possibly small time-offsets from these angles. This eliminates, or reduces, the need for estimating where the system will be on a time basis in the future, but allows events to be triggered at certain angles that can be measured with high accuracy using normal crankshaft angle sensing means.
  • this invention is an angle based method, and has no need to calculate or predict where in the future the piston or valve will be. Further, this invention does not compare the current valve trajectory with the predicted trajectory of the piston and determine if a collision will occur, but rather prescribes valve trajectories that are safe, and ensures that they are achieved within certain pre-described limits .
  • the techniques hereinbefore described are also applicable to other modes of engine operation, such as engine retardation and internal exhaust gas recirculation. In either case, new desired engine valve trajectories will need to be determined, usually dependent on engine operating conditions and environmental conditions.
  • the exhaust valve or valves are opened at or just after the piston top dead center position at the end of the compression stroke to vent the cylinder and dissipate the energy in the compressed gas.
  • valve to piston collisions are possible, much like on the opening of the intake valve or valves on the intake stroke .
  • an exhaust valve opening safe trajectory minimum opening angle and maximum opening flank rate
  • the same safe trajectory for intake valve opening might be used, with or without predetermined modification, or one or more separate safe trajectories might determined for such exhaust valve opening based on engine operating conditions and environmental conditions.
  • both the intake valves and the exhaust valves are open at the same time.
  • separate safe trajectories may be needed for this mode of operation. These may be fixed safe trajectories or may vary with engine operating conditions and environmental conditions. Also the safe trajectory of one valve might be determined based on the commanded trajectory for the other valve, or based on the actual measured trajectory for the other valve, as opposed to being based on its safe trajectory.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne des procédés permettant de commander un moteur sans cames afin d'empêcher des interférences entre les soupapes et les pistons dudit moteur. Les procédés utilisent au moins une trajectoire sécurisée des soupapes par rapport à un angle de vilebrequin. En fonctionnement normal, le système de commande des soupapes du moteur surveille l'angle du vilebrequin et commande la soupape du moteur de façon à rester sur le côté sécurisé d'une trajectoire sécurisée. Si le mouvement effectif de la soupape dévie de manière excessive de la trajectoire escomptée pour atteindre ou traverser la trajectoire sécurisée, une mesure préventive est prise, à savoir on commande la fermeture de la soupape du moteur. Les trajectoires sécurisées peuvent être stockées dans de tables de consultation et/ou sous forme d'équations. Dans certains cas, une seule trajectoire sécurisée pour une soupape peut suffire, bien que, dans d'autres cas, des trajectoires sécurisées en fonction de certains états de fonctionnement et environnementales du moteur, et dans quelques cas peuvent comporter une accélération du vilebrequin. L'invention concerne divers modes de réalisation.
PCT/US2004/012151 2003-04-17 2004-04-19 Procedes de commande d'un moteur sans cames pour empecher des interferences entre soupapes et pistons Ceased WO2004094792A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US46346803P 2003-04-17 2003-04-17
US60/463,468 2003-04-17
US10/824,837 US20040261736A1 (en) 2003-04-17 2004-04-15 Methods of controlling a camless engine to prevent interference between valves and pistons
US10/824,837 2004-04-15

Publications (2)

Publication Number Publication Date
WO2004094792A2 true WO2004094792A2 (fr) 2004-11-04
WO2004094792A3 WO2004094792A3 (fr) 2005-02-03

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PCT/US2004/012151 Ceased WO2004094792A2 (fr) 2003-04-17 2004-04-19 Procedes de commande d'un moteur sans cames pour empecher des interferences entre soupapes et pistons

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Country Link
US (1) US20040261736A1 (fr)
WO (1) WO2004094792A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8613264B2 (en) 2008-10-30 2013-12-24 Man Nutzfahrzeuge Ag Gas exchange valve for internal combustion engines
EP2262996A4 (fr) * 2008-03-07 2015-06-24 Nissan Motor Appareil de commande d'air d'admission pour moteur à combustion interne de véhicule

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DE102004063543A1 (de) * 2004-12-30 2006-07-13 Robert Bosch Gmbh Vorrichtung und Verfahren zur Steuerung variabler Gaswechselventile einer Brennkraftmaschine
US7178493B2 (en) * 2005-07-08 2007-02-20 Gm Global Technology Operations, Inc. Method and system to avoid piston-valve collision
JP5515772B2 (ja) * 2010-01-21 2014-06-11 トヨタ自動車株式会社 可変動弁機構の制御装置

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US4664070A (en) * 1985-12-18 1987-05-12 The Jacobs Manufacturing Company Hydro-mechanical overhead for internal combustion engine
JP3683300B2 (ja) * 1995-01-27 2005-08-17 本田技研工業株式会社 内燃機関の制御装置
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US6092495A (en) * 1998-09-03 2000-07-25 Caterpillar Inc. Method of controlling electronically controlled valves to prevent interference between the valves and a piston
DE19860197A1 (de) * 1998-12-24 2000-06-29 Fev Motorentech Gmbh Verfahren zur Erkennung von Zündaussetzern an einer Kolbenbrennkraftmaschine
US6109284A (en) * 1999-02-26 2000-08-29 Sturman Industries, Inc. Magnetically-latchable fluid control valve system
JP4142204B2 (ja) * 1999-05-19 2008-09-03 本田技研工業株式会社 弁作動特性可変装置
JP3867461B2 (ja) * 1999-12-02 2007-01-10 日産自動車株式会社 電磁駆動弁のフェイルセーフ制御装置
US6739293B2 (en) * 2000-12-04 2004-05-25 Sturman Industries, Inc. Hydraulic valve actuation systems and methods
DE10112995A1 (de) * 2001-03-17 2002-09-19 Bayerische Motoren Werke Ag Verfahren zur adaptiven Steuerung eines Aktors für ein Gaswechselventil
JP4373028B2 (ja) * 2001-05-09 2009-11-25 日立オートモティブシステムズ株式会社 内燃機関の可変動弁装置及びその制御方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2262996A4 (fr) * 2008-03-07 2015-06-24 Nissan Motor Appareil de commande d'air d'admission pour moteur à combustion interne de véhicule
US8613264B2 (en) 2008-10-30 2013-12-24 Man Nutzfahrzeuge Ag Gas exchange valve for internal combustion engines

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Publication number Publication date
WO2004094792A3 (fr) 2005-02-03
US20040261736A1 (en) 2004-12-30

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