EP0677139A1 - Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence - Google Patents

Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence

Info

Publication number
EP0677139A1
EP0677139A1 EP94902631A EP94902631A EP0677139A1 EP 0677139 A1 EP0677139 A1 EP 0677139A1 EP 94902631 A EP94902631 A EP 94902631A EP 94902631 A EP94902631 A EP 94902631A EP 0677139 A1 EP0677139 A1 EP 0677139A1
Authority
EP
European Patent Office
Prior art keywords
gear
camshaft
coupling
driven
wheel
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Withdrawn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
EP94902631A
Other languages
German (de)
English (en)
Inventor
Peter Kreuter
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.)
Meta Motoren und Energie Technik GmbH
Original Assignee
Meta Motoren und Energie Technik GmbH
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
Priority claimed from DE19924244551 external-priority patent/DE4244551C2/de
Priority claimed from DE4244550A external-priority patent/DE4244550C2/de
Application filed by Meta Motoren und Energie Technik GmbH filed Critical Meta Motoren und Energie Technik GmbH
Publication of EP0677139A1 publication Critical patent/EP0677139A1/fr
Withdrawn legal-status Critical Current

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
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0047—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other
    • 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
    • F01L1/352—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 using bevel or epicyclic gear
    • 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
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to a device for variable control of the valves of internal combustion engines, in particular for throttle-free load control of gasoline engines via the intake stroke functions of one or more intake valves per cylinder, consisting of two counter-rotating camshafts (1, 2) which are connected via a transmission element,
  • a rocking lever (3) acts on the valve (s) spring-loaded in the closing direction, one camshaft determining the opening function and the second camshaft determining the closing function, so that the stroke and / or or the opening time of the valve or valves can be changed within wide ranges.
  • valve control is known from published patent application DE-OS 35 31 000.
  • the required variability of a valve control primarily to avoid throttle losses, is achieved in that the opening and closing process is carried out by two different control cams running with an adjustable phase angle to the crankshaft.
  • An arbitrarily designed control lever is actuated by the two camshafts in such a way that the valve which is spring-loaded in the closing direction is only opened when both control cams are extended.
  • phase position of the cam Variable valve timing can be set in this way.
  • a similar valve control for intake valves of reciprocating piston internal combustion engines is described in DE-OS 35 19 319.
  • variable valve controls can thus be implemented, in which the course of the valve stroke can be changed in such a way that the gas exchange losses in gasoline engines caused by throttling are reduced.
  • Relative torsion angles between the two camshafts in the order of 150 to 220 ° KW are required to implement throttle-free load control in the entire operating range of today's vehicle gasoline engines, if you also want to use the potential of optimal valve timing for maximum filling at full load in the entire speed range.
  • This adjustment process must also be carried out in a fraction of a second within a very short period of time based on the requirements of dynamic vehicle operation.
  • the adjuster itself should be compact in order to do justice to today's tight space conditions in the engine compartment.
  • a valve control for internal combustion engines which is essentially characterized in that two non-circular control disks are provided for controlling the valve, the axes of rotation of which keep their position relative to the axis of rotation of a transmission lever.
  • the transmission lever for actuating the valve is designed as a two-part rocker arm with a fixed axis of rotation and, when the two control disks are rotated relative to one another, can accordingly only change the opening or closing time of the valves within narrow limits, but not the valve lift.
  • This is a so-called OR circuit, in which the control disc with the largest effective stroke circle determines the valve stroke.
  • the epicyclic gear mechanism described in this patent for driving a control disc is simultaneously used to turn the two control discs against each other.
  • This epicyclic transmission consists of four gearwheels, two of which sit on the parallel shafts of the two control disks and are driven by two further intermediate gears connected in series. These two idler gears are carried by a movable handlebar arrangement which gives them an epicyclic movement.
  • the link arrangement consists of three individual links, of which two links each connect a gear wheel seated on the shafts of the control disks with an intermediate wheel, while the third link connects the first two links mentioned.
  • the connection of these two links is not made at the axes of rotation of the two intermediate wheels, but at some distance from it.
  • This arrangement of the third link allows an adjustment of the epicyclic gearbox, however, only if both the links carrying the intermediate wheels are arranged parallel to one another, as well as the third links and a plane lying in the axes of rotation of the two control disks.
  • the arrangement of the handlebars of the epicyclic gearbox must practically be in the form of a parallelogram, since only then will the spacing of the two opposite links remain the same in every position of the handlebar arrangement, which is a basic prerequisite for the correct functioning of the meshing gearwheels for this type of handlebar arrangement .
  • the diameters of the four meshing gear wheels are of course directly dependent on one another, and the transmission ratios between the gear wheels sitting on the shafts of the control disks and the intermediate wheels are specified within narrow limits.
  • the diameters of the gear wheels cannot be freely selected to influence the sensitivity of the angle of rotation of the control shaft to be rotated.
  • the present invention is therefore based on the object of providing an adjustment mechanism for a valve train of the type mentioned at the outset, in which the twist angle of a double camshaft valve train required for throttle-free load control and for maximum filling in the entire speed range can be realized as well as the adjustment within the required short times.
  • a narrow, space-saving construction of the adjuster is also to be achieved, as is the smallest possible relative movements of the movable parts to one another.
  • the adjustment mechanism should offer the possibility of adapting the adjustment sensitivity to the respective requirements.
  • a device is preferably intended to implement throttle-free load control in gasoline engines in the entire operating range.
  • the prerequisites for this are initially met with the present device in that the valve stroke, especially the inlet valves, can be adjusted continuously from zero stroke to maximum stroke with sufficient variability in the closing control times.
  • the device provided for this purpose works in accordance with an addition gear, in which the valves spring-loaded in the closing direction are only opened when two camshafts rotating at the same speed are engaged with their stroke functions via the associated tapping elements of a transmission element, primarily a rocker arm.
  • One camshaft is decisive for the opening function of the valve, while the other camshaft determines the closing function.
  • the stroke and / or the opening time of the valves can be varied over a wide range by relative rotation of the two responsible camshafts.
  • the two camshafts are in engagement with one another according to the invention via a 4-wheel coupling gear, the one wheel of the coupling gear being firmly connected to and via the first camshaft driven by the crankshaft the two idler gears drive the driven gear and thus the second camshaft.
  • the wheels of the gearbox are mutually supported in their axes of rotation by the coupling, which results in additional degrees of freedom in the geometric design of the gearbox.
  • the individual couplers are designed as simple brackets in one or more parts, the first coupler preferably being rotatably supported at one end on the driving camshaft and at the other end carrying a shaft on which the first idler gear and the second coupler are carried become.
  • the second coupling which can also be designed as a simple bracket, connects the two shafts of the first and second intermediate wheels, which act as axes of rotation, in such a way that both wheels can drive each other.
  • the third coupling in turn carries at one end the axis of rotation of the second idler gear and hangs with the other end rotatably supported on the second camshaft in such a way that the second idler gear drives the driven gear of the coupling gearbox also seated on this camshaft.
  • FIG. 2 shows the basic illustration of a twin-camshaft valve train for variable control of globe valves in accordance with the preamble of the application
  • Fig. 6 - 11 different combinations for driving the camshafts of a three-camshaft engine from the crankshaft and for the arrangement of the coupling gear according to the invention.
  • the adjustment mechanism shown in principle in FIG. 1, designed as a coupling gear (5), represents a combination of a four-link crank gear, consisting of three rotatably connected couplers (10), (11), and (12) with two articulation points (Pl) and (P2), and a gear train, the four gear wheels (6), (8), (9) and (7) connected in series and driving each other in the articulation points (Pl), (P3), (P4) and (P2) of the crank mechanism are mounted.
  • the 4-wheel transmission is preferably designed as a gear transmission.
  • the drive wheel (6) is fixedly connected to the first camshaft (1) driven by the crankshaft of the known device for variable valve control and drives the intermediate wheel (8) carried by the first coupling (10).
  • This intermediate wheel (8) is in turn connected to a further intermediate wheel (9) via a second coupling (11) and drives it. Via the coupling (12), the intermediate gear (9) hangs on an output gear (7) attached to the second camshaft (2) of said valve drive, so that this second camshaft is ultimately driven in the opposite direction to the first camshaft.
  • the requirement for the same speed requires of the camshafts, that at least the two drive and driven wheels (6) and (7) firmly connected to the camshafts have the same effective diameter.
  • the coupling (10) When the coupling (10) is rotated, for example, around the point (Pl) fixed to the housing, which can advantageously coincide with the axis of rotation of the driving camshaft according to claim 1, the driven gear (7) and the second camshaft (2 ) (Fig. 2) rotated relative to the first camshaft (1) (Fig. 2) by the superimposed movement of the crank mechanism and the rolling of the gear wheels of the gear mechanism. It is initially irrelevant for the adjustment itself at which point of the coupling mechanism the adjustment process is initiated.
  • FIG. 2 schematically shows a twin camshaft valve train with which variable control times can be achieved in plate-type globe valves by means of the adjusting mechanism according to the invention.
  • the device consists of two camshafts (1, 2) rotating at the same speed, the cam discs of which act on a rocker arm (3) via suitably shaped tapping bodies.
  • the rocker arm (3) transmits its movement to a conventional valve that is spring-loaded in the closing direction (4). Due to the superimposed sequence of movements of the rocker arm (3), it cannot be mounted directly on a fulcrum fixed to the housing, but must be carried out using other suitable measures. This is done in Fig.
  • camshaft (1) the opening shaft with clockwise direction of rotation and camshaft (2) the closing shaft with counterclockwise direction of rotation.
  • Both camshafts each have profiles which are composed of the basic circles (38, 39), the lifting circles (44, 45) and the rising (40, 42) or falling cam flanks (41, 43).
  • the process begins with the camshaft (2) acting on the rocker arm (3) with its lifting circle (45) without the valve (4) opening as long as the camshaft (1) is still on the base circle (38) Rocker arm (3) acts. Only when the camshaft (1) comes into contact with the rocker arm (3) with its lifting flank (40) does the valve (4) begin to open.
  • the coupling gear (5) with its drive (6) and driven wheels (7) can be mounted directly on the camshafts (1) and (2) of the variable valve drive described above, the direction of rotation the camshafts and the assignment with regard to the opening and closing function can be set as desired. Since these two camshafts are preferably provided either for actuating the intake or exhaust stroke valves of a head-flushed internal combustion engine, at least one additional control shaft must be provided to control the other valves which are not actuated by the variable valve control described above. This results in different possible combinations for the drive of then at least three camshafts from the crankshaft and the arrangement of the coupling gear. 6, 7 and 8 are exemplified.
  • FIG. 6 shows a combination in accordance with claim 2, in which a third shaft (32) not responsible for the variably controllable valves, mostly the exhaust camshaft, via a suitable transmission element (34), for example a toothed belt or a chain, of which Crankshaft (33) is driven.
  • the camshaft (32) drives the camshaft (1) of the variable valve train, which is not to be rotated, via an intermediate drive (35), which can also be designed as a toothed belt or chain drive or also as a gear transmission.
  • the drive and the adjustment of the camshaft (2) then takes place according to the invention by means of the coupling gear (5) described above.
  • the camshaft (1) of the variable valve train is directly driven by the crankshaft (33) via a corresponding drive (34) and in turn drives via a transmission element (34), e.g. B. a chain, the third camshaft (32) and via the coupling gear (5) the camshaft (2) in opposite directions.
  • Fig. 8 shows a possibility of dispensing with an additional intermediate drive to drive both control shafts (1) and (32) which cannot be rotated by means of a common drive means (36).
  • the drive means and the coupling gear according to the invention can be arranged as desired on the two engine ends and / or at a suitable point within the engine space, depending on the boundary conditions.
  • the drive wheel (6) of the coupling gear (5) sits on a third shaft (32), which also rotates at camshaft speed, and from there via the intermediate wheels (8) and (9) and that Output gear (7) drives the camshaft (2) to be rotated of the device for variable control of the valves.
  • a possibly existing exhaust camshaft would also be suitable for this.
  • FIGS. 9, 10 and 11 also show here different combinations for the drive the camshafts from the crankshaft and the arrangement of the adjustment gear in a three-camshaft engine.
  • the non-rotating camshaft (1) of the variable valve drive can be driven by the crankshaft in accordance with claims 6-8 in different ways, for example by suitable drive means (34), e.g. B.
  • the camshafts can be driven by suitable drive means, for example a toothed belt or chain, directly from the crankshaft or indirectly via an intermediate shaft. Indirect drive via a centrally located intermediate shaft can be of particular interest, for example, in V-engines.
  • the adjusting mechanism is arranged in such a way that the camshaft (2) to be driven via the coupling gear (5) determines the closing function of the valve or valves and so a relative rotation of this camshaft causes a change in the valve closing time.
  • the camshaft (2) to be driven via the coupling gear (5) determines the closing function of the valve or valves and so a relative rotation of this camshaft causes a change in the valve closing time.
  • Load control via late closing of the inlet valve or valves, in which the excess charge already drawn in by the piston is pushed out again in the subsequent compression phase, is also possible with this arrangement.
  • the use of the device on the outlet side with an arrangement according to claim 9 makes it possible to change the outlet let-close-time a targeted control of the residual gas portion of the fresh mixture.
  • a targeted control of the opening time of the valve or valves is also possible with the aid of the aforementioned device, specifically when the camshaft (2) driven by the coupling gear (5) determines the opening function.
  • the residual gas content can thus be optimally adapted to the respective operating conditions by targeted control of the inlet-open time, on the outlet side an additional use of expansion work depending on the operating point is possible.
  • the geometric design of the coupling gear essentially determines the sensitivity of the adjustment angle of the camshaft (2) to be rotated. With the transmission ratios between drive and driven wheels and intermediate wheels and the dependent position of the couplings relative to one another, suitable parameters are available for optimal design of the transmission for the respective application. Any adjustment of the position of the couplers (10), (11) and (12) introduced from the outside is understood as the adjustment path of the coupling gearbox, which ultimately adjusts the driven camshaft relative to the driving camshaft with a corresponding transmission ratio.
  • the adjustment path and thus the change in position can be initiated, for example, as a rotary movement about the bearing point (Pl) of the coupling (10) which is fixed to the housing, by means of an actuating mechanism acting at an extension (P5) of the coupling (10).
  • An adjustment initiated at the other two couplers is also possible.
  • Different actuators are suitable for the adjustment itself, such as, for example, hydraulically or pneumatically actuated linear actuating cylinders or electrically actuated direct current motors with a correspondingly adapted gear.
  • the sensitivity of the twist angle to the initiated change of position of the coupling gear can be influenced by the distance between the articulation point (P5) and the fixed pivot points (Pl) and (P2) of the coupling (10) and (12) (larger distance results in lower sensitivity and vice versa).
  • the gear ratio between the input and output gear (6) and (7) on the one hand and the intermediate gears (8) and (9) on the other hand is also decisive for the size of the resulting angle of rotation .
  • an increase in the effective diameter of the intermediate wheels (8) and (9) compared to the driving and the driven wheel causes an increase in the angle of rotation of the camshaft (2) to be rotated with the same adjustment path of the coupling mechanism; a reduction in the diameter of the intermediate wheels reduces the sensitivity of the camshaft rotation and thus the change in the timing.
  • Another parameter is the position (angular position) of the couplings relative to one another, which are ultimately determined by the diameter of the four gear wheels in contact with one another and the distance between the driving camshaft and the driven camshaft.
  • a crank gear designed according to claim 12 as a parallelogram results in a linear dependence of the twist angle of the camshaft (2) to be twisted on the introduced adjustment path, so that the twist angle is a constant multiple of the initiated twist angle by every position of the coupling gear Point (Pl) is.
  • Pl coupling gear Point
  • a more or less pronounced non-linear dependency can be achieved between the angle of rotation of the camshaft (2) to be rotated and the initiated change in position.
  • This can be achieved both by diameter differences between the intermediate gears (8) and (9) on the one hand and the input and output gears (6) and (7) on the other hand, as well as by the distance between the axes of rotation (Pl) and (P2).
  • the input and output gears must have the same diameter in any case, given the same speeds of the two control shafts in contact with one another, the two intermediate gears can definitely be sen, the two intermediate gears can be designed with different effective engagement radii.
  • An embodiment of the coupling gear according to claim 13 allows in particular in the area of an extended position of two neighboring couplings, e.g. at an angle between 150 and 180 ° enclosed by the couplers (11) and (12), very large angles of rotation with only small changes in position, e.g. the coupling (10) too.
  • the adjustment gear can also be braced in accordance with claims 18 and 19 via an additional gear with friction locking, which connects the driving and the camshaft to be rotated and driven by means of a pair of wheels with differently effective diameters.
  • This additional gear unit can be designed, for example, either as a pair of friction wheels (claim 18) or as a gear unit with frictional engagement at a suitable point (claim 19). 4 shows a possibility for bracing the adjusting gear via a pair of friction wheels.
  • the two shafts (17) and (18) are in contact via two friction wheels (19) and (20) firmly connected to them.
  • the two friction wheels (19) and (20) are designed with slightly different diameters, so that there is a braking or pre-rotating torque between the driving and driven camshafts, which ultimately leads to tensioning of the adjusting gear and system changes on the teeth flanks prevented.
  • the gear (37) is positively connected to the camshaft (1), the speed difference must be compensated for by a frictional connection on the camshaft (2).
  • the coupling (10) is part of the coupling gear, which can be rotated relative to the frame (27) by an actuator, and thus causes the second camshaft to be driven to rotate.
  • An axial cam disk (21) is thereby replaced by a positive binding rotated with the coupling (10), for example by the pins (28).
  • the axial cam disc (21) scans the axial disc counterparts (29) fixed to the frame, which results in an axial movement of the axial cam disc (21). This movement is transmitted via the contact point (30) to the driver sleeve (22), which is helically toothed on the inside and / or outside.
  • the spring (31) ensures the frictional connection at point (30) and takes over the resetting of the driving sleeve (22) into an end position.
  • the driver sleeve (22) represents the positive connection between the drive wheels (25) and (26) driven directly or indirectly by the crankshaft and the camshaft (23) to be driven by the coupling gear.
  • the axial cam function of the axial cam disk (21) or of the frame (27) can implement both forward and backward relative adjustments depending on the requirements, in particular with regard to the inlet-open time in connection with the inlet-close time.

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)

Abstract

L'invention concerne une possibilité de faire tourner deux arbres à cames l'un par rapport à l'autre pour assurer la commande de moteurs à combustion interne, notamment pour réduire les pertes dues au mouvement de gaz des moteurs à essence à pistons alternatifs. L'invention permet notamment d'obtenir dans des temps réduits un angle de décalage pouvant aller jusqu'à 220°.
EP94902631A 1992-12-30 1993-12-22 Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence Withdrawn EP0677139A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19924244551 DE4244551C2 (de) 1992-12-30 1992-12-30 Vorrichtung zur variablen Steuerung der Ventile von Brennkraftmaschinen, insbesondere zur drosselfreien Laststeuerung von Ottomotoren
DE4244550 1992-12-30
DE4244551 1992-12-30
DE4244550A DE4244550C2 (de) 1992-12-30 1992-12-30 Vorrichtung zur Verdrehung von Nockenwellen von Brennkraftmaschinen
PCT/DE1993/001248 WO1994016203A1 (fr) 1992-12-30 1993-12-22 Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence

Publications (1)

Publication Number Publication Date
EP0677139A1 true EP0677139A1 (fr) 1995-10-18

Family

ID=25921897

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94902631A Withdrawn EP0677139A1 (fr) 1992-12-30 1993-12-22 Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence

Country Status (4)

Country Link
US (1) US5586527A (fr)
EP (1) EP0677139A1 (fr)
JP (1) JP3362227B2 (fr)
WO (1) WO1994016203A1 (fr)

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DE19547101A1 (de) * 1995-12-16 1997-06-19 Bosch Gmbh Robert Vorrichtung zum Verstellen einer Nockenwelle einer Brenkraftmaschine
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
DE19650249B4 (de) * 1996-12-04 2006-07-13 Robert Bosch Gmbh Einrichtung zur Erfassung des Verdrehwinkels und/oder des Ventilhubes bei einer mehrzylindrigen Brennkraftmaschine
DE19701202A1 (de) * 1997-01-15 1998-07-23 Daimler Benz Ag Variable Ventilsteuerung für Brennkraftmaschinen
JP3485434B2 (ja) * 1997-04-04 2004-01-13 株式会社日立ユニシアオートモティブ 内燃機関の動弁装置
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DE19745716A1 (de) * 1997-10-16 1999-04-22 Daimler Chrysler Ag Vorrichtung zur variablen Ventilsteuerung für eine Brennkraftmaschine
DE19745761A1 (de) * 1997-10-16 1999-04-22 Daimler Chrysler Ag Variable Ventilsteuerung für Hubkolben-Brennkraftmaschinen
DE19747035A1 (de) * 1997-10-24 1999-04-29 Daimler Chrysler Ag Variable Ventilsteuerung
DE19747031A1 (de) * 1997-10-24 1999-04-29 Daimler Chrysler Ag Variable Ventilsteuerung für Brennkraftmaschinen
JP3893202B2 (ja) * 1997-11-07 2007-03-14 株式会社日立製作所 内燃機関の可変動弁装置
DE19814800A1 (de) * 1998-04-02 1999-10-14 Daimler Chrysler Ag Variable Ventilsteuerung für eine Hubkolben-Brennkraftmaschine
ES1040073Y (es) * 1998-04-23 1999-07-16 Martinez Jose Benlloch Dispositivo perfeccionado para el accionamiento en las valvulas de distribucion variable para motores de combustion interna.
JP3305283B2 (ja) * 1998-05-01 2002-07-22 キヤノン株式会社 画像表示装置及び前記装置の制御方法
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WO1994016203A1 (fr) 1994-07-21
JP3362227B2 (ja) 2003-01-07

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