EP2294289A1 - Unité d'arbre à cames - Google Patents

Unité d'arbre à cames

Info

Publication number
EP2294289A1
EP2294289A1 EP09772090A EP09772090A EP2294289A1 EP 2294289 A1 EP2294289 A1 EP 2294289A1 EP 09772090 A EP09772090 A EP 09772090A EP 09772090 A EP09772090 A EP 09772090A EP 2294289 A1 EP2294289 A1 EP 2294289A1
Authority
EP
European Patent Office
Prior art keywords
unit
camshaft
bearing
stator
bearing device
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Withdrawn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
EP09772090A
Other languages
German (de)
English (en)
Inventor
Richard Jakobi
Jens Meintschel
Thomas Stolk
Alexander Von Gaisberg-Helfenberg
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of EP2294289A1 publication Critical patent/EP2294289A1/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Withdrawn legal-status Critical Current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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H02K49/046—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type with an axial airgap
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/16—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields
    • H02K5/173—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields using bearings with rolling contact, e.g. ball bearings
    • H02K5/1735—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields using bearings with rolling contact, e.g. ball bearings radially supporting the rotary shaft at only one end of the rotor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0475—Hollow camshafts
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34483—Phaser return springs

Definitions

  • the invention relates to a camshaft unit according to the preamble of claim 1.
  • camshaft units in particular an internal combustion engine, with a drivable via a drive unit camshaft.
  • the camshaft unit comprises a phase adjustment unit, which has a control gear and a control unit designed as a brake unit with a stator element and a rotor element designed as a brake element.
  • the phase adjustment unit is provided to adjust a phase relationship between the drive unit and the camshaft.
  • the camshaft unit comprises a bearing device which is provided to support at least a part of the control unit designed as a brake unit.
  • the invention is in particular the object of simplifying a radial alignment of the stator relative to the camshaft. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
  • the invention is based on a camshaft unit, in particular an internal combustion engine, with an over a drive unit drivable camshaft, having a phase adjustment unit, which has a control gear and a control unit designed as a brake unit with a stator element and a rotor element designed as Abbremselement and which is intended to set a phase relationship between the drive unit and the camshaft, and with a bearing device, which is intended to store at least a part of the control unit designed as a brake unit.
  • stator element should be understood to mean, in particular, an element of the control unit arranged in a rotationally fixed manner.
  • Rotor element is to be understood in particular to mean an element corresponding to the stator element.
  • a “radial tolerance” should be understood to mean, in particular, an offset by which a position of the rotor element deviates from an ideal standard position relative to the stator element.
  • Provisioned is to be understood to mean especially equipped, designed and / or programmed.
  • the bearing device is provided to compensate for the radial tolerances, a complex alignment of the stator element relative to the camshaft or relative to the actuating gear can be dispensed with by means of an additional compensating device. As a result, the radial alignment is simplified and it can cost and space can be saved.
  • stator element and the rotor element are arranged bearing-free relative to one another.
  • storage-free should be understood in this context in particular be omitted that a direct mounting of the rotor element on the stator.
  • the bearing device is provided to support at least a part of the control unit against the camshaft. As a result, an advantageous mounting of the rotor element can be achieved easily.
  • the bearing device is provided to support the rotor element against the camshaft.
  • the radial tolerances can be easily compensated by means of the rotor element.
  • the bearing device has a bearing element which is provided to support a part of the control unit and a part of the actuating gear.
  • a “bearing element” is to be understood as meaning, in particular, an element which is intended to transmit bearing forces,
  • the bearing element is mounted against the camshaft, in particular a bearing of the bearing element against the stator element is dispensed with.
  • the bearing device has a bearing unit which is provided to support the bearing element coaxially with the camshaft.
  • the storage unit is designed as a fixed bearing.
  • control unit has an actuating unit with at least one electromagnetic actuator, which is intended to displace the rotor element axially.
  • an actuating unit can be provided which can be controlled simply by means of a drive unit.
  • control unit is designed as a brake unit and the rotor element as a braking element.
  • a "braking element” is to be understood as a rotatably mounted element whose rotational speed can be braked by means of the stator element.
  • the stator element has a friction lining with a friction surface that is radially enlarged in relation to the braking element.
  • the tolerances can be compensated particularly easily by means of the friction lining of the stator element and a friction lining of the Abbremselements.
  • radially enlarged is to be understood in this context in particular, that the friction lining of the stator has a friction surface which is sufficiently large to arrange the friction lining of the Abbremselements with a radial offset that compensates the tolerances to the friction lining of the stator.
  • the actuating gear is designed as a superposition gear. As a result, a phase adjusting unit can be easily realized.
  • a “superposition gearing” is to be understood in particular as meaning a gearing with a drive element, an output element and an adjusting element, wherein a transmission ratio between the drive element and the output element can be adjusted by means of a speed of the control element
  • the actuating element is connected in a rotationally fixed manner to the bearing element of the bearing device.
  • the brake unit has a spring unit which is provided to open the brake unit. This eliminates the need for a controllable actuator to open the brake unit, which costs can be saved.
  • the spring unit is provided to move the Abbremselement.
  • the spring unit has a support element which is decoupled from the stator element. Thereby, a connection between the Abbremselement and the stator can be avoided. It is particularly proposed that the support element is connected to the bearing element, whereby the stator can be particularly easily decoupled from the spring unit.
  • the spring element is designed as a compression spring.
  • the single FIGURE shows a camshaft unit of an internal combustion engine.
  • the camshaft unit has a drive unit 10, which is provided for a drive by means of a crankshaft, not shown.
  • a camshaft 11 is driven, which is intended to open not shown gas exchange valves of the internal combustion engine.
  • the camshaft unit has a phase adjustment unit 12, by means of which a phase relationship between the drive unit 10 and the camshaft 11 can be set.
  • the phase adjustment unit 12 has a control gear 13, which is designed as a superposition gear.
  • the actuating mechanism 13 is designed as a 3-shaft minus totaling.
  • the actuating gear 13 has a drive element 25, an actuating element 26 and an output element 27.
  • the drive element 25 is connected to the drive unit 10 and is driven by means of the crankshaft.
  • the output member 27 is rotatably connected to the camshaft 11.
  • the actuating gear 13 is formed as a planetary gear.
  • a planet carrier 28 forms the drive element 25.
  • two planet gears 29, 30 are arranged, which are guided by means of the planet wheel carrier 28 on a circular path.
  • the planet gears 29, 30 mesh on a radially inner side with a sun gear 31, which forms the actuating element 26.
  • With an opposite Side comb the planet gears 29, 30 with a ring gear 32 which is rotatably connected to the camshaft 11 and which forms the output member 27.
  • the phase relationship between the drive unit 10 and the drive element 25 and the output element 27 can be adjusted. If the actuating element 26 has a rotational speed which is the same as a rotational speed of the drive element 25, the actuating gear 13 rotates as a locked gear and the phase relationship between the drive unit 10 or the drive element 25 and the driven element 27 remains constant.
  • actuating element 26 has a rotational speed which is less than a rotational speed of the drive element 25
  • a rotational speed which is greater than the rotational speed of the drive element 25 is set for the output element 27.
  • the phase relationship is adjusted to early.
  • a rotational speed is set for the output element 27 which is smaller than the rotational speed of the drive element 25.
  • the phase relationship is adjusted to late.
  • the phase adjustment unit 12 has a control unit 14, by means of which the rotational speed of the actuating element 26 can be adjusted.
  • the control unit 14 has a rotor element 16 which is non-rotatably connected to the actuating element 26 of the adjusting gear 13.
  • the control unit 14 on a stator 15, which is arranged rotationally fixed.
  • the stator element 15 and the rotor element 16 are designed corresponding to one another.
  • the stator element 15 is rotationally fixed with a non- Enclosed housing of the Phasenverstellmaschine 12 shown connected.
  • control unit 14 is designed as a brake unit and the rotor element 16 as a braking element.
  • a neutral position of the brake unit 14 is set by means of a drive unit, not shown.
  • a braking force acts between the stator element 15 and the braking element 16, in which the rotational speed of the drive element 25 and the rotational speed of the output element 27 are the same.
  • the brake unit 14 is further closed starting from the neutral position and increases the braking force. Thereby, the rotational speed of the actuating element 26 is reduced, whereby the rotational speed of the output element 27 is greater than the rotational speed of the drive element 25 and the phase relationship is adjusted to early.
  • the brake unit 14 is opened further starting from the neutral position and the braking force is reduced. Due to drag torques of the camshaft 11, the rotational speed of the actuating element 26 is thereby increased and the rotational speed of the output element 27 is reduced. As a result, the rotational speed of the output element 27 is smaller than the rotational speed of the drive element 25 and the phase relationship is adjusted to late.
  • the brake unit 14 is actuated by means of an actuating unit 20, which has an electromagnetic actuator 21.
  • the electromagnetic actuator 21 is inserted into the stator element 15 of the brake unit 14.
  • the electromagnetic Actuator 21 has an electromagnet 33. When the electromagnet 33 is energized, it exerts on the braking element 16 a force that attracts the braking element 16. Next, the brake unit 14 on a spring unit 23 which exerts a force on the Abbremselement 16, which is opposite to the force of the electromagnetic actuator 21.
  • the braking element 16 is arranged axially displaceable. By energizing the electromagnet 33, a contact pressure and thus the braking force is adjusted. The contact force is a difference between the force of the electromagnet 33 and the spring unit 23.
  • the camshaft unit has a bearing device 17, by means of which the Abbremselement 16 of the brake unit 14 and the adjusting element 26 of the adjusting gear 13 are mounted.
  • the bearing device 17 has a bearing element 18, on which the Abbremselement 16 is arranged rotationally fixed and axially displaceable.
  • the actuator 26 is rotationally fixed and axially fixed to the bearing element 18.
  • the bearing element 18 is mounted on the camshaft 11 by means of a bearing unit 19 of the bearing device 17.
  • the camshaft 11 is designed as a hollow shaft.
  • the bearing element 18 passes through a part of the camshaft 11.
  • the bearing unit 19 is designed as a fixed bearing, which is intended to receive axial forces.
  • the bearing element 18 and the camshaft 11 are mounted coaxially with each other.
  • the Abbremselement 16 and the actuator 26 are aligned coaxially with the camshaft 11.
  • the bearing element 18 On a side facing the stator element 15, the bearing element 18 has a support element 24.
  • the support element 24 is designed in one piece with the storage element.
  • the spring unit 23 has a spring element 35 which is supported with a first end on the support element 24. With a second end, the spring element 35 is supported on the Abbremselement 16.
  • the spring element is designed as a compression spring.
  • the bearing element 18 On the side facing the stator element 15, the bearing element 18 is arranged bearing-free in a recess 34 in the stator element 15. In the radial direction, the bearing element 18 is spaced from the stator 15 executed. Since a storage between the stator 15 and the Abbremselement 16 is dispensed with, the Abbremselement 16 and the stator 15 are radially against each other. A maximum radial displacement is limited by a larger of the recess 34 in which the bearing element is arranged. The maximum displacement from a central arrangement of the bearing element 18 in the recess 34 is 0.5 mm.
  • stator element 15 and the camshaft 11 or the braking element 16 have a radial tolerance, with which they are aligned with each other.
  • the radial tolerance, which leads to an offset between the Abbremselement 16 and the stator 15 is compensated by the bearing device 17.
  • the bearing device 17, which arranges the Abbremselement 16 and the stator 15 in a bearing-free manner, allows due to the possible radial displacement between the Abbremselement 16 and the stator 15 an arrangement of Stator element 15 to the Abbremselement 16 within the radial tolerances.
  • a friction lining 22 of the stator element 15 has a friction surface, which is designed to be radially enlarged in relation to the braking element 16 or a friction surface of a friction lining 36 of the braking element 16. This ensures that the friction lining 36 of the Abbremselements 16 is always arranged completely covering with the friction lining 22 of the Sta ⁇ gate element 15.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne une unité d'arbre à cames, en particulier pour un moteur à combustion interne, avec un arbre à cames (11) pouvant être entraîné par une unité d'entraînement (10), avec une unité de déphasage (12) qui possède un engrenage de réglage (13) et une unité de commande (14) avec un élément statorique (15) et un élément rotorique (16) et qui est destinée à régler la phase entre l'unité d'entraînement (10) et l'arbre à cames (11), et avec un dispositif de soutien (17) qui est prévu pour porter au moins une partie de l'unité de commande (14). Il est proposé que le dispositif de soutien (17) soit destiné à compenser les tolérances radiales entre l'élément statorique (15) et l'élément rotorique (16).
EP09772090A 2008-07-03 2009-06-18 Unité d'arbre à cames Withdrawn EP2294289A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008031505A DE102008031505A1 (de) 2008-07-03 2008-07-03 Nockenwelleneinheit
PCT/EP2009/004384 WO2010000390A1 (fr) 2008-07-03 2009-06-18 Unité d'arbre à cames

Publications (1)

Publication Number Publication Date
EP2294289A1 true EP2294289A1 (fr) 2011-03-16

Family

ID=41017117

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09772090A Withdrawn EP2294289A1 (fr) 2008-07-03 2009-06-18 Unité d'arbre à cames

Country Status (6)

Country Link
US (1) US8474422B2 (fr)
EP (1) EP2294289A1 (fr)
JP (1) JP5391461B2 (fr)
CN (1) CN102066702B (fr)
DE (1) DE102008031505A1 (fr)
WO (1) WO2010000390A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008029349A1 (de) * 2008-06-20 2009-12-24 Daimler Ag Ventiltriebvorrichtung
DE102008029325A1 (de) * 2008-06-20 2009-12-24 Daimler Ag Ventiltriebvorrichtung
DE102010021779A1 (de) 2010-05-27 2011-12-01 Daimler Ag Stellvorrichtung für eine Brennkraftmaschine
DE102010021780A1 (de) 2010-05-27 2011-12-01 Daimler Ag Stellvorrichtung für eine Brennkraftmaschine
DE102010039861A1 (de) * 2010-08-27 2012-03-01 Zf Friedrichshafen Ag Ventiltrieb eines Verbrennungskolbenmotors
JP6181856B2 (ja) * 2013-05-02 2017-08-16 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ 特に内燃機関のカムシャフトの調整のための調整装置
EP3561243B1 (fr) * 2018-04-26 2021-01-13 Volvo Car Corporation Agencement d'arbre à cames
JP7003022B2 (ja) * 2018-09-21 2022-01-20 三菱電機株式会社 バルブタイミング調整装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003102381A1 (fr) * 2002-06-01 2003-12-11 Daimlerchrysler Ag Dispositif de reglage angulaire relatif de deux elements rotatifs

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3392514B2 (ja) * 1993-05-10 2003-03-31 日鍛バルブ株式会社 エンジンのバルブタイミング制御装置
JPH10121919A (ja) * 1996-10-21 1998-05-12 Asmo Co Ltd 回転体に対する被回転体の位相調整方法及びその調整機構並びに内燃機関のバルブタイミング調整方法及びその調整装置
DE69818946T2 (de) * 1997-11-21 2004-05-13 Mazda Motor Corp. Vorrichtung zur Steuerung der Drehphase
JP3796931B2 (ja) * 1997-11-21 2006-07-12 マツダ株式会社 回転位相制御装置
JP3785797B2 (ja) * 1998-03-26 2006-06-14 マツダ株式会社 バルブタイミング可変装置
JP3798944B2 (ja) * 2001-01-31 2006-07-19 株式会社日立製作所 内燃機関のバルブタイミング制御装置
JP3986371B2 (ja) * 2002-06-07 2007-10-03 株式会社日立製作所 内燃機関のバルブタイミング制御装置
JP4200377B2 (ja) * 2004-03-22 2008-12-24 株式会社デンソー バルブタイミング調整装置
DE102004014865A1 (de) * 2004-03-26 2005-10-13 Ina-Schaeffler Kg Elektrischer Nockenwellerversteller mit Scheibenläufermotor
DE102004027514A1 (de) * 2004-06-04 2005-12-22 Robert Bosch Gmbh Steuereinrichtung zum Verstellen des Drehwinkels einer Nockenwelle
JP4210945B2 (ja) * 2005-07-12 2009-01-21 株式会社デンソー バルブタイミング調整装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003102381A1 (fr) * 2002-06-01 2003-12-11 Daimlerchrysler Ag Dispositif de reglage angulaire relatif de deux elements rotatifs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2010000390A1 *

Also Published As

Publication number Publication date
CN102066702B (zh) 2014-12-31
JP2011526340A (ja) 2011-10-06
CN102066702A (zh) 2011-05-18
US20110079190A1 (en) 2011-04-07
DE102008031505A1 (de) 2010-01-07
JP5391461B2 (ja) 2014-01-15
US8474422B2 (en) 2013-07-02
WO2010000390A1 (fr) 2010-01-07

Similar Documents

Publication Publication Date Title
EP2294289A1 (fr) Unité d'arbre à cames
EP1860286B1 (fr) Arbre à cames
DE102007049072A1 (de) Phasenversteller für eine Brennkraftmaschine mit einer Oldham-Kupplung
EP2021588A1 (fr) Soupape de commande pour un dispositif de réglage d'arbre à cames
DE102011077586A1 (de) Nockenwellenversteller
EP2609304B1 (fr) Système de commande de soupape d'un moteur à combustion interne à piston
DE102018130468A1 (de) Nockenwellenversteller und Verfahren zum Betrieb eines Nockenwellenverstellers
DE10224446A1 (de) Vorrichtung zur relativen Winkelverstellung zwischen zwei rotierenden Elementen
WO2011042391A1 (fr) Agencement d'arbre à cames
WO2006074732A1 (fr) Dispositif de modification des temps de commande d'un moteur a combustion interne
DE102012204726A1 (de) Nockenwellenversteller
DE102014200331B4 (de) Ölpumpenantrieb mit schaltbarer Antriebsübersetzung
DE102015214623A1 (de) Nockenwellenverstellvorrichtung
DE10346447B4 (de) Verfahren zur Befestigung eines Nockenwellenverstellers an einer Nockenwelle einer Brennkraftmaschine
DE102010039426A1 (de) Ventiltrieb eines Verbrennungskolbenmotors
WO2005111384A1 (fr) Unite de positionnement d'un arbre a cames, dispositif destine a une unite de positionnement et procede pour faire fonctionner une unite de positionnement
DE102016215679A1 (de) Nockenwellenversteller
DE102011104421A1 (de) Ventiltriebvorrichtung
DE102011017200A1 (de) Stelleinrichtung zum variablen Einstellen wenigstens eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
WO2007016986A1 (fr) Dispositif de reglage pour un moteur a combustion interne, en particulier dispositif de reglage d'arbre a cames
DE102008043670A1 (de) Verstellsystem für Nockenwellen einer Brennkraftmaschine
DE102008057589A1 (de) Nockenwellenversteller mit Verriegelungseinheit
DE202007013390U1 (de) Verstellvorrichtung zur axialen Verstellung einer Nockenwelle mittels eines Verstellaktuators
DE102005039460A1 (de) Stellvorrichtung für eine Brennkraftmaschine, insbesondere Nockenwellenstellvorrichtung
DE102004027636A1 (de) Steuereinrichtung zum Verstellen des Drehwinkels einer Nockenwelle

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20101111

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20130902

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20150616