53 results about "Valvetrain" patented technology

A synchronizing system in a valvetrain assembly. A first rocker arm comprises a deactivating roller, the deactivating roller configured to be selectively switchable between a latched position and an unlatched position. A second rocker arm comprises an engine brake capsule, the engine brake capsule configured to be selectively translatable between a retracted position and an extended position. A first switching mechanism is arranged in the first rocker arm and configured to move between a first position and a second position to controllably switch the deactivating roller between the latched position and the unlatched position. A second switching mechanism is arranged in the second rocker arm and configured to move between a third position and a fourth position to controllably translate the engine brake capsule between the retracted position and the extended position. A single actuation source is configured to synchronously control (a) movement of the first switching mechanism from the first position to the second position and (b) movement of the second switching mechanism from the third position to the fourth position.

The present invention addresses the problem of providing an engine control device capable of performing retreat travel while suppressing excessive temperature rise of a catalyst even when an abnormality occurs in a variable valve mechanism. An engine control device that is mounted in a vehicle and purifies exhaust gas by a catalyst, the engine having a variable valve mechanism capable of changing a valve overlap period during which both an intake valve and an exhaust valve are opened, the engine control device being provided with: a determination unit that determines whether the intake valve and the exhaust valve are open or not; determining whether or not an abnormality has occurred with respect to an operation of the variable valve mechanism for reducing the valve overlap period; and an injection control unit that, when the determination unit determines that the fuel injection amount is positive, increases the fuel injection amount compared to when the determination unit determines that the fuel injection amount is negative.

The present invention provides a lubrication structure for an internal combustion engine that ensures the supply of lubricating oil to the valve train sliding members and suppresses the progression of wear as much as possible. [Solution] A lubrication structure 1 for an internal combustion engine comprising a camshaft 4 supported by a camshaft housing 5 and a cam cap 6, a valve member 8 having a valve guide 10 that supports a valve 9 that opens and closes when pressed by a cam portion 4', lubricating oil 3 supplied to the valve member 8, and an oil pump for supplying the lubricating oil 3, wherein an oil passage for supplying the lubricating oil 3 to the valve guide 10 by the oil pump is formed in at least one of the camshaft housing 5 and the cam cap 6, and at least one outlet portion 18 of the oil passage is formed in the side portion 19 parallel to the central axis of the cylinder on at least one of the camshaft housing 5 and the cam cap 6, and the lubricating oil 3 that is scattered from the outlet portion 18 is supplied toward the valve guide 10 so that it is scattered downward below the cam portion 4'.

Method for testing a valve train device with a carrier shaft (11) and with a first cam element (12) mounted on the carrier shaft (11) in a rotationally fixed but axially displaceable manner and with a second cam element (13) mounted on the carrier shaft (11) in a rotationally fixed but axially displaceable manner for an internal combustion engine, in which a backlash of a splined connection between the carrier shaft (11) and the cam elements (12, 13) penetrated by the carrier shaft (11) is determined by rotating the carrier shaft (11) relative to the first cam element (12) with a predetermined torque, measuring an angle of rotation and determining the backlash from the angle of rotation, and rotating the carrier shaft (11) relative to the second cam element (13) with a predetermined torque.a rotation angle is measured and the torsional clearance is determined from the rotation angle, a tolerance range for the torsional clearance is defined for the evaluation of the valve train device, and the torsional clearance is determined for all cam elements (12, 13) connected to the carrier shaft (11).

Cover structure of an internal combustion engine, comprising: an engine body (7) comprising a crankshaft (15), a camshaft (9, 10) and a variable valve mechanism (51, 53) which changes a relative rotational phase of the camshaft (9, 10) with respect to the crankshaft (15); and a cover component (18) attached to an end section (11a, 12a) of the motor body (7), the cover component (18) comprising a cover section (19) covering the end section (11a, 12a) of the motor body (7), comprising a first side wall section (19A) and a second side wall section (19B) provided in a width direction of the cover section (19) on both sides of the cover section (19) and attached to the end section (11a, 12a) of the motor body (7), and comprising an opening section (19a) formed in the cover section (19) and provided such that a drive device (52) which drives the variable valve mechanism (51, 53) is attached, the cover component (18) includes: a projecting section (30) extending from the cover section (19) towards the motor body (7), wherein the projecting section (30) comprises a fastening projecting section (30A) which is attached with a fastening means (20C) which fastens the cover element (18) to the motor body (7); a first reinforcing section (41) provided on the cover section (19) such that it extends from the fastening projection section (30A) in a direction different from the width direction of the cover section (19), and which is connected to a third side wall section (19u) of the cover section (19) provided at a position different from the positions of the first side wall section (19A) and the second side wall section (19B); and a second reinforcement section (42) which is provided on the cover section (19) such that it extends from the fastening projection section (30A) in the width direction of the cover section (19) and which is connected to the first side wall section (19A), and wherein the opening section (19a) is surrounded by the projection section (30), the first reinforcement section (41), the third side wall section (19u), the first side wall section (19A) and the second reinforcement section (42).

The invention discloses a waste gas bypass valve structure and a turbine box of a turbocharger, the waste gas bypass valve structure is applied to the turbine box of the turbocharger, and the waste gas bypass valve structure comprises a deflation valve mechanism; the deflation valve mechanism comprises a deflation valve and an adjusting ring; the deflation valve is located on the inner side of the annular adjusting ring; the deflation valve is arranged corresponding to an outlet of an original turbine box deflation channel of the turbine box; the deflation valve is used for opening or closing an outlet of the deflation channel of the turbine box; adjusting ring exhaust holes are formed in the adjusting ring in the radial direction in a penetrating mode. The adjusting ring exhaust hole is used for being communicated with an outlet of the turbine box exhaust channel when the exhaust valve is opened. The exhaust valve mechanism is scientific in design, the exhaust flow passing through the exhaust valve mechanism (comprising the exhaust valve and the adjusting ring) can be flexibly adjusted under the condition that the overall structure of an exhaust bypass valve (namely the exhaust valve) is not changed, the energy adjusting performance of a turbocharger is improved, and excessive loss of bypass airflow is effectively avoided.

This invention discloses an intake and exhaust control mechanism and a four-stroke high-power valve incorporating the mechanism, including a valve, a rocker arm for driving valve opening and closing, a cam, and a transmission assembly connecting the cam and the rocker arm; it also includes a lift adjustment assembly and a buffer assembly; the transmission assembly includes an axially extendable tappet, the bottom end of which rolls in contact with the cam, and the top end of which abuts against one end of the rocker arm; this invention belongs to the technical field of internal combustion engine valve train mechanisms, and its purpose is to solve the problems of fixed or discontinuous lift adjustment, large impact under high load, and mismatched buffer characteristics in existing valve mechanisms. The technical effect achieved is: by driving the tappet to extend and retract through a threaded adjusting pair and a bevel gear transmission pair, stepless adjustment of valve lift is realized, which reduces the lift and enhances swirl under low load, and increases the lift and improves charging efficiency under high load, while the thread self-locking ensures stable adjustment and optimizes intake and exhaust performance under all operating conditions.

The invention relates to an internal combustion engine (4) for a motor vehicle, with at least one combustion chamber to which at least one gas exchange valve (2) is assigned, and with a variable valve train (1) by means of which the gas exchange valve (2), whose stroke can be varied by means of the variable valve train (1), can be actuated. The valve train (1) comprises a camshaft (3) rotatable about a camshaft axis of rotation (ND) with at least one cam (5).An intermediate device (7) is provided, which has a cam follower (8) that rests against an outer contour (6) of the cam (5) during each rotation of the camshaft (3) about the camshaft rotation axis (ND) and can be actuated via the cam follower (8) by means of the outer contour (6) of the cam (5) during each rotation of the camshaft (3) about the camshaft rotation axis (ND), whereby the gas exchange valve (2) can be actuated via the intermediate device (7) by means of the outer contour (6) of the cam (5).

The invention relates to an internal combustion engine (1) with a combustion chamber (8) which is fluidically connected to a flow channel (10) via a gas exchange valve (12), and with a valve train (13) which has a camshaft with at least one valve actuating cam (15) for actuating the gas exchange valve (12), wherein the gas exchange valve (12) has a valve stem (19) and a valve disc (21), and wherein the valve disc (21) provides a first flow cross-section in a first valve disc position and a second flow cross-section different from the first flow cross-section through a valve seat in a second valve disc position, wherein the valve disc (21) is pivotably mounted in such a way thatthat the valve disc (21) is arranged in a first pivot angle position when the valve stem (19) is in a first pivot angle position and in a second pivot angle position when the valve stem (19) is in a second pivot angle position different from the first pivot angle position, wherein the valve disc (21) is rotatably mounted on the valve stem (19) by means of a pivot joint (23) about an axis of rotation and pivotably mounted on a cylinder head (7) receiving the flow channel (10) by means of a pivot joint (25), wherein the pivot joint (25) comprises a first pivot joint (27) and a second pivot joint (28).

The invention pertains to a valve bridge (42) for a valve train (10) of an internal combustion engine, having a bridge actuation area (44), via which the valve bridge (42) can be actuated by means of a first rocker lever (32) of the valve train (10) and can thus be moved in translational motion in a first direction of movement (22), having a first valve actuation area (46), via which, by actuating the valve bridge (42), a first gas exchange valve (18) of the internal combustion engine can be actuated by means of the valve bridge (42), and with a second valve actuation area (48), via which, by actuating the valve bridge (42), a second gas exchange valve (20) of the internal combustion engine can be actuated by means of the valve bridge. The valve bridge (42) comprises a bridge center part (45) forming the bridge actuation area (44), a first bridge part (52) forming the first valve actuation area (46), a guide part (54) projecting from the bridge center part (45) and from the first bridge part (52) along a longitudinal extension direction (50) extending perpendicularly to the first direction of movement (22) and which is movable with the bridge center part (45) and with the first bridge part (52), and a second bridge part (58) formed separately from the bridge center part (45), separately from the first bridge part (52) and separately from the guide part (54), and forming the second valve actuation area (48), the second bridge part having a reception orifice (60) in which the guide part (54) engages.

The internal combustion engine system includes an engine having a plurality of pistons housed in each of a plurality of cylinders. A valvetrain is provided for opening and closing intake and exhaust valves of the cylinders during nominal engine operation. The valvetrain is also configured to provide asynchronous switching between selected cam lobe lift profiles for opening and closing the intake and / or exhaust valves.

This invention discloses a hydraulic variable valve mechanism and method for engines, relating to the field of engine technology. It solves the problem of excessively advanced valve closing angle at low speeds in existing valve mechanisms, and has the beneficial effect of being applicable to late Miller cycles. The specific solution is as follows: A hydraulic variable valve mechanism for engines includes a drain hole on the side of a tappet, one end of which penetrates the top of the tappet and is connected to a high-pressure oil circuit. A housing has a drain groove on the side of the tappet, and the drain hole can communicate with the drain groove. A circumferential oil passage groove is provided for the spool valve. An opening is provided in the housing. When the spool valve is working and during the tappet movement, the drain hole, the drain groove, the oil passage groove, and the opening can all be connected. The transfer piston includes a throttling buffer component. The throttling buffer component has a circumferential recess to accommodate hydraulic oil. The throttling buffer component can perform reciprocating linear motion to adjust the communication area between the circumferential recess and the opening.

The present invention relates to a valve bridge (42) for a valve mechanism (10), comprising: a valve bridge operating area (44) through which the valve bridge (42) can be operated by means of a first rocker arm (32) and thereby movable in a first operating direction (22); a first valve operating area (46) by means of which a first valve valve (18) can be operated by means of the operation of the valve bridge (42); and a second valve operating area (46) by means of which a second valve valve (20) can be operated by means of the operation of the valve bridge (42). The valve operating area (46) includes a through hole (56) extending along the first operating direction (22), the through hole having a first length region (L1) within which the through hole (56) is completely closed around its circumference (58). The through hole (56) has a second length region (L2) that is immediately adjacent to the first length region (L1) in the operating direction (22), and in the second length region, the through hole (56) is opened at a portion (S1) along its circumferential direction (58) in a first opening direction (60) that extends perpendicular to the operating direction (22).

A valve train component for conveying valve actuation motions within an internal combustion engine is provided, which valve train component comprises a body member having a bore formed therein; a sliding member disposed in the bore; and an overload feature operatively connected to the body member and the sliding member. The overload feature is configured to not yield when a load placed on the overload feature is less than a load threshold, thereby preventing movement of the sliding member into the bore, and to yield when a load placed on the overload feature meets or exceeds the load threshold, thereby permitting movement of the sliding member into the bore such that at least a portion of the valve actuation motions is not conveyed by the valve train component.

The application discloses an engine, comprising: a cylinder head; an intake and exhaust mechanism, comprising an air intake mechanism and an air exhaust mechanism, the air intake mechanism is used for air intake of the engine, and the air exhaust mechanism is used for air exhaust of the engine; a cam mechanism; a crankcase, which is formed with a second containing space; a crankshaft connecting rod mechanism, which is at least partially arranged in the second containing space; a balance mechanism, which is at least partially arranged in the second containing space and connected with the crankshaft connecting rod mechanism; the engine further comprises: a throttle mechanism, the throttle mechanism comprises: a main channel, which is connected with the air intake mechanism and used for controlling air input to the air intake mechanism; and a throttle channel, which is integrally formed with the main channel and at least partially communicates with the main channel. The application has the beneficial effect that: the throttle mechanism can be arranged as an integrally formed piece, thereby avoiding the leakage risk caused by poor connection, aging and other problems, and improving the sealing performance of the throttle mechanism.

A valvetrain system may include a rocker arm assembly actuatable between a drive mode defining a drive valve lift profile of an engine valve, and a cylinder deactivation mode defining a recharge valve lift profile of the engine valve. The recharge valve lift profile begins after the drive valve lift profile. The recharge valve lift profile defines a recharge lift amplitude that is less than a drive lift amplitude. The recharge valve lift profile ends within 15% of an end of the drive valve lift profile. The recharge valve lift profile is defined entirely within the drive valve lift profile so that: when the rocker arm assembly is in the drive mode, movement of the engine valve is dictated by the drive valve lift profile, and when the rocker arm assembly is in the cylinder deactivation mode, movement of the engine valve is dictated by the recharge valve lift profile.

In one embodiment, a retention feature for use in a valvetrain assembly is configured to be attached to a valve bridge and connect the valve bridge with at least one of a rocker arm and a first engine valve of at least two engine valves. The retention feature is further configured to maintain a position of the valve bridge to be aligned with at least two engine valves and resist separation of the valve bridge from at least two engine valves during uncontrolled valve bridge movement. In other embodiments, the valvetrain assembly further includes a mechanical stopper which is disposed on an upper surface of a rocker arm carrier and configured to contact against a lower surface of the rocker arm during uncontrolled valve bridge movement.

The invention relates to an engine cylinder, an engine and a motorcycle, and belongs to the field of motorcycle accessories. The lubricating device comprises an air cylinder body, a hydraulic tensioner and a lubricating pipeline, wherein the air cylinder body is provided with a mounting groove and a lubricating oil channel; the hydraulic tensioner is arranged in the mounting groove, a gap is formed between the hydraulic tensioner and the mounting groove, and the hydraulic tensioner and the mounting groove jointly define an oil storage cavity; the lubricating pipeline communicates with the oil storage cavity through a lubricating oil channel. The lubricating pipeline comprises a first oil outlet and a second oil outlet, the first oil outlet is used for guiding lubricating oil to the timing chain, and the second oil outlet is used for guiding the lubricating oil to an engine valve mechanism. The two oil outlets which are independent and arranged at intervals are arranged, two special pressure lubrication paths are established for the timing chain and the valve mechanism at the same time, the problems that in the prior art, lubrication is insufficient and oil ways are lengthy due to the fact that no independent oil way exists are effectively solved, the lubrication efficiency and reliability of the timing chain and the valve mechanism are improved, and the service life of the timing chain and the valve mechanism is prolonged. And abrasion and operation noise are reduced.

Commercial vehicle, comprehensive a) comprising a parallel hybrid powertrain (100), - an internal combustion engine (1), - an electric machine (2) connected to a drive shaft (4) of a vehicle transmission (3), which can be operated as a motor and as a generator and - a first coupling (5) arranged between the internal combustion engine (1) and the electric machine (2), by means of which the internal combustion engine (1) can be decoupled from the electric machine (2) and the vehicle transmission (3) in terms of drive, wherein the internal combustion engine (1) together with the electric machine (2) can be connected via the vehicle transmission (3) to at least one axle (8) for drive purposes, wherein the commercial vehicle can be driven optionally in at least one purely internal combustion engine first operating mode and one purely electric motor second operating mode; b) a control device (10) designed to switch between the at least two operating modes, wherein the control device (10) is designed to open the first clutch (5) in the purely electric motor-driven second operating mode, so that a crankshaft and a valve train of the internal combustion engine (1) are not driven by the electric machine (2); and c) a first group of auxiliary units which are mechanically driven independently of the internal combustion engine (1) in the purely electric motor second operating mode and / or are electrically driven, wherein the first group of auxiliary units includes an air compressor (11); characterized in that the electric machine (2) is permanently connected to the vehicle transmission in a rotationally fixed manner and the first group of auxiliary units is electrified.

A valve train system can include a rocker arm assembly that can be actuated between a drive mode, which defines a drive valve lift profile of an engine valve, and a cylinder deactivation mode, which defines a recharge valve lift profile of the engine valve. The recharge valve lift profile begins after the drive valve lift profile. The recharge valve lift profile defines a recharge lift amplitude that is smaller than a drive valve lift amplitude. The recharge valve lift profile ends within 15% of the end of the drive valve lift profile. The recharge valve lift profile is completely defined within the drive valve lift profile, such that: when the rocker arm assembly is in drive mode, the movement of the engine valve is determined by the drive valve lift profile, and when the rocker arm assembly is in cylinder deactivation mode, the movement of the engine valve is determined by the recharge valve lift profile.

Variable valve train (1) for a four-cylinder 4V in-line engine of a motorcycle, with a camshaft (3) located in a carrier head of the in-line engine for exclusively actuating synchronously acting gas exchange valves, with one cam group (4) fixed to each gas exchange valve, each cam group (4) comprising a high-lift cam (5) and a low-lift or zero-lift cam (6), wherein the valve train (1) has exactly two separate, longitudinally arranged sliding shaft assemblies (7) in the carrier head, each sliding shaft assembly (7) being assigned to two cylinders of the in-line engine and comprising a pair of rocker arms (8) for each cylinder, each of which is assigned to one of the synchronously acting gas exchange valves and one of the cam groups (4), each sliding shaft assembly (7) further comprising a separate, rotationally secured sliding shaft piece (9),on which the two pairs of rocker arms (8) are pivotably mounted relative to it and axially secured, and to which each sliding axis assembly (7) belongs an e-actuator (10) arranged orthogonally to the corresponding sliding axis piece (9), which acts at one end via its control pin (11) on a drive pin (13) running through a drive contour (12) of the sliding axis piece (9), which, when the e-actuator (10) is energized, can be inserted at the other end into an axial displacement groove profile (14) on the camshaft (3), so that for the two pairs of rocker arms (8) of the respective sliding axis piece (9) either a first displacement position towards the large-stroke cams (5) of the cam groups (4) or a second displacement position towards the small-stroke or zero-stroke cams (6) of the cam groups (4) is achieved.

The rocker arm includes a hydraulic actuator piston slidably disposed within the actuator bore. An actuator spring is configured to bias the hydraulic actuator piston out of the actuator bore and into contact with a valve train component or at least one engine valve, such that rebound of the hydraulic actuator piston against the valve train component or at least one engine valve biases the motion-receiving portion of the rocker arm into contact with a valve-actuation motion source. A non-actuated state of the hydraulic actuator piston allows hydraulic fluid to flow out of the actuator bore, and a non-actuated state of the hydraulic actuator piston confines hydraulic fluid within the actuator bore.

Internal combustion engine, which can be operated either according to a first operating mode using a two-stroke process or according to a second operating mode using a four-stroke process, with - at least one cylinder, which has at least one exhaust port for removing exhaust gases via an exhaust system and at least one intake port for supplying charge air via an intake system, and - a valve train comprising a valve for each opening and a valve actuation device for actuating the valves, comprising at least one camshaft with several cams, wherein - at least one mechanical supercharger is arranged in the intake system, wherein a bypass line is provided to bypass the mechanical supercharger, which branches off from the intake system upstream of the supercharger and re-enters the intake system downstream of the supercharger and in which a shut-off element is arranged, - at least one exhaust gas turbocharger is provided, comprising a turbine arranged in the exhaust gas discharge system and a compressor arranged in the intake system, the compressor being located upstream of the mechanical turbocharger in the intake system, - at least one camshaft for actuating at least one mode-adaptable valve has two different cams, wherein a first cam serves to actuate this mode-adaptable valve in the first operating mode and a second cam serves to actuate this mode-adaptable valve in the second operating mode, - the valve train (1) is switchable in such a way that the actuation of the at least one mode-adaptable valve is carried out in the second operating mode by means of a second cam and in the first operating mode by means of a first cam, and - the valve actuation device for actuating the valves comprises several valve-associated cam follower elements (2), wherein each valve-associated cam follower element (2) is arranged in the force flow between a cam and a valve in such a way that the valve performs an oscillating stroke movement when the camshaft rotates, wherein two cam follower elements (3, 4) are provided for the two different cams of the at least one mode-adaptable valve, which are mechanically coupled to the valve-associated cam follower element (2), wherein a first cam follower element (3) associated with the first cam is mechanically coupled to the valve-associated cam follower element (2) in order to actuate the mode-adaptable valve in the first operating mode by means of the first cam, and a second cam follower element (4) associated with the second cam is mechanically coupled to the valve-associated cam follower element (2),to actuate the valve in the second operating mode using a second cam.

Internal combustion engine device with a valve train device (10) comprising a valve lift switching unit (11) and having at least one cam track (12, 13) designed to open at least one exhaust valve at least temporarily during an intake phase (14), with a throttle device (15) designed to adjust an intake cross-section, and with a control and / or regulating unit (16) for adjusting the throttle device (15), where the control and / or regulating unit (16) is designed to adjust the throttle device (15) to set internal exhaust gas recirculation, and the throttle device (15) is arranged in an intake tract (17), and the control and / or regulating unit (16) is designed to adjust a throttle device position depending on an internal combustion engine temperature, and wherein the control and / or regulating unit (16) has a first operating mode designed for operation without internal exhaust gas recirculation and a second operating mode designed for operation with internal exhaust gas recirculation, and upon switching from the first to the second operating mode, the control and / or regulating unit (16) triggers a switching of the exhaust valves, wherein the valve lift switching unit (11) is designed to change a valve lift of the exhaust valves in discrete steps, and wherein the valve train device (10) comprises a plurality of exhaust cams (21) which at least partially each have partial cams (22, 23) arranged directly next to each other, which are provided for switching the valve lift of the exhaust valves.

The invention discloses a throttle valve mechanism of a V-shaped engine, and relates to the technical field of motorcycle engines, the throttle valve mechanism comprises a first intake valve and a second intake valve, throttle valve sheets are rotatably arranged in ports of the first intake valve and the second intake valve, and the throttle valve sheets are used for controlling the opening degree of the first intake valve and the second intake valve; the first air inlet manifold and the second air inlet manifold communicate the first air inlet valve and the second air inlet valve with all the air cylinders, the ends, connected with the air cylinders, of the first air inlet manifold and the second air inlet manifold are bent in the direction away from each other, and inner cavities of the first air inlet manifold and the second air inlet manifold communicate with the idle speed control valve and the oil tank through a breather pipe and an oil rail pipe set correspondingly; the technical problems that an existing single-valve throttle valve cannot stably supply air to two air cylinders, so that the output efficiency of an engine is affected, and a double-valve throttle valve is large in transverse size and prone to interference with an engine cylinder head, so that the double-valve throttle valve is difficult to install are solved.

A system includes an engine including a valvetrain comprising one or more intake valves and one or more exhaust valves, a variable valve actuation (VVA) system electronically controllable to vary operation of the valvetrain to selectably operate the engine in either a Miller cycle or a non-Miller cycle, and an electronic control system configured to control the VVA system to change operation of the engine from the Miller-cycle to the non-Miller cycle if an engine speed condition is satisfied, a peak cylinder pressure (PCP) condition is satisfied, at least one of an air-fuel ratio (AFR) condition and an oxygen-fuel-control (OFC) condition is satisfied, and a minimum off time condition for the VVA system is satisfied.

The invention discloses an air valve mechanism and an air distribution mechanism for a hybrid engine, the hybrid engine and a vehicle, and relates to the technical field of engine air distribution mechanisms, the air valve mechanism for the hybrid engine comprises an air valve, an air valve spring and an air valve transmission set, the air valve spring and the air valve transmission set are arranged on the air valve, and the air valve extends in the axial direction; the valve transmission set comprises a cam shaft and a tappet, the tappet is arranged between the cam and the valve, and the cam shaft abuts against the tappet. According to the valve mechanism for the hybrid engine, through the arrangement that the cam shaft is combined with the tappet, the structure can be simplified, the occupied space can be reduced, and cost can be reduced.

A lubricating oil composition for internal combustion engine with a roller follower type valvetrain is disclosed. The composition includes major amount of an oil of lubricating viscosity; one or more magnesium detergents in an amount to provide 100 to 1000 ppm of magnesium to the lubricating oil composition; 0.1 to 0.5 wt % of organic friction modifier; and d) optionally a viscosity modifier present at no more 0.5 wt %. The composition is substantially free of molybdenum friction modifier and has a total boron content ranging from 20 to 200 ppm.

The utility model provides a kind of top-mounted air valve type positioning scavenging two-stroke engine, it is related to internal combustion engine, it solves the problem that the four-stroke of traditional top-mounted air valve type engine is improved to two-stroke working mode and it is difficult to clean exhaust gas, exhaust gas cannot be cleaned fully and quickly, leading to the problem of poor combustion efficiency and emission performance, technical scheme is: including body group, top-mounted air valve type valve mechanism, two-stroke working crankshaft connecting rod mechanism, air inlet bend setting air guide switch mechanism at the intersection of air inlet and air inlet valve mounting hole;Air guide switch mechanism is: air inlet valve stem is fixedly provided with air pipe, air pipe and air inlet valve head between setting air outlet;Utilize air pipe and reciprocate with air inlet valve stem and pass through air inlet bend to close air inlet;Utilize air pipe and reciprocate with air inlet valve stem and enter engine combustion chamber to connect air inlet;It is set position after entering engine combustion chamber by air inlet valve, and it is connected air inlet to carry out scavenging, exhaust gas is discharged, combustion efficiency and emission performance are greatly improved.

The invention relates to a variable valve gear (200) for an internal combustion engine, having a plurality of valve groups (7-1, 7-2) with inlet and outlet valves (70-1, 70-2; 78-1; 78-2). The valve gear (200) comprises an outlet valve actuation system (5), having a common outlet valve actuation shaft (520) for actuating the outlet valves (78-1, 78-2), and separate inlet valve actuation systems (2-1, 2-2) for actuating the inlet valves (70-1, 70-2) of each valve group (7-1, 7-2). Each inlet valve actuation system (2-1, 2-2) has its own pivoting frame (80-1, 80-2), the pivoting frames being pivotal independently of one another, and the outlet valve actuation shaft (520) is rotationally coupled to the inlet valve actuation systems (2-1, 2-2).