EP2591215B1 - Kraftfahrzeugnockenwellenverstellvorrichtung - Google Patents

Kraftfahrzeugnockenwellenverstellvorrichtung Download PDF

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Publication number
EP2591215B1
EP2591215B1 EP11726343.4A EP11726343A EP2591215B1 EP 2591215 B1 EP2591215 B1 EP 2591215B1 EP 11726343 A EP11726343 A EP 11726343A EP 2591215 B1 EP2591215 B1 EP 2591215B1
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EP
European Patent Office
Prior art keywords
camshaft
operating mode
motor vehicle
angle range
engine start
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.)
Active
Application number
EP11726343.4A
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German (de)
English (en)
French (fr)
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EP2591215A1 (de
Inventor
Alexander Von Gaisberg-Helfenberg
Thomas Stolk
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
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Publication of EP2591215A1 publication Critical patent/EP2591215A1/de
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Publication of EP2591215B1 publication Critical patent/EP2591215B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • 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
    • F01L1/34—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
    • F01L1/356—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 making the angular relationship oscillate, e.g. non-homokinetic drive
    • 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
    • F01L2001/3522—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 with electromagnetic brake

Definitions

  • the invention relates to a Kraft mecanicalkenwellenverstellvortechnische according to the preamble of claim 1.
  • the invention is in particular the object of improving a starting behavior of a motor vehicle internal combustion engine. 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 Kraft mecanicalkenwellenverstellvorraum with a control and / or regulating unit, which is intended to set a phase angle of at least one camshaft in a normal operating mode to an at least temporarily constant phase position.
  • control and / or regulating unit has an engine starting operating mode which is intended to set a valve opening angle range which is smaller than a geometric normal opening angle range.
  • an advantageous valve opening angle range for a motor vehicle engine start can be set largely independently of the actual geometric shape of the cam.
  • a starting behavior of a motor vehicle internal combustion engine can also be improved.
  • a "control and / or regulating unit” should in particular be understood to mean a unit having at least one control unit. Under a control unit is intended in particular a unit with a processor unit and understood with a memory unit and with an operating program stored in the memory unit.
  • control and / or regulating unit can have a plurality of interconnected control units, which are preferably provided to communicate with one another via a bus system, in particular a CAN bus system.
  • a bus system in particular a CAN bus system.
  • "Provided” is to be understood in particular specially programmed, equipped and / or designed.
  • an "engine start operating mode” should be understood in particular to mean a mode of the control and / or regulating unit in which an engine start control and / or engine start control program for the motor vehicle camshaft adjusting device deposited on the control and / or regulating unit is executed.
  • a "constant phase position” is to be understood in particular as meaning a phase position which is constant over at least one revolution of the camshaft.
  • a “valve opening angle range” should be understood to mean, in particular, a crankshaft angle range around which a crankshaft rotates about its main axis of rotation, while an intake valve of a motor vehicle internal combustion engine is deflected by the camshaft.
  • a “normal opening angle range” should be understood to mean, in particular, a crankshaft angle range around which the crankshaft rotates, while the intake valve is deflected by the continuously rotating camshaft.
  • a “geometric normal opening angle range” should be understood to mean, in particular, the normal opening angle range specified by the geometric shape of the cam. The valve opening angle range is preferably less than 95% of the geometric normal opening angle range in the engine start operating mode.
  • control and / or control unit is provided to switch from the engine start operating mode to the normal operating mode at the earliest at an engine start time. This can advantageously be switched only at a time at which a constant phase position of the camshaft is required.
  • An "engine start time” is understood to mean, in particular, a point in time at which a first cylinder of a motor vehicle internal combustion engine has ignited.
  • all cylinders of a motor vehicle internal combustion engine ignite at least once. In this case, advantageously all cylinders of the motor vehicle engine have ignited exactly once.
  • ignition should be understood in particular that an ignitable fuel mixture in the cylinder is caused to burn by a spark and / or an auto-ignition process.
  • the control and / or regulating unit is provided to switch from the engine start operating mode to the normal operating mode at the latest when an idling speed has been reached.
  • An "idling speed” should be understood to mean, in particular, a speed of the crankshaft, from which a motor vehicle internal combustion engine can automatically be kept running by igniting the fuel mixture, without having to support rotation of the crankshaft, for example by a starter motor, from outside. At idle speed, a powertrain of a motor vehicle is load-free and no torque is transmitted from the motor vehicle drive machine to drive wheels.
  • a "normal operating mode” is to be understood in particular as an operating mode in which the motor vehicle internal combustion engine is operated at an idling speed.
  • the KraftGermannockenwellenverstellvorraum has a highly dynamic camshaft adjuster, which is intended to adjust the phase angle of the camshaft.
  • a “highly dynamic camshaft adjuster” should be understood to mean, in particular, an oscillating and / or low-damping camshaft adjuster.
  • the highly dynamic camshaft adjuster has a possible adjustment speed with which it can adjust the phase angle of the camshaft during one revolution of the camshaft by at least 95% of its parking range.
  • the camshaft adjuster has a camshaft adjustment range which comprises a crankshaft angle range of at least 120 degrees.
  • a camshaft adjuster with particularly advantageous adaptation options can be provided, whereby in particular both good starting behavior and good running in the normal operating mode of the motor vehicle internal combustion engine can be ensured.
  • a "camshaft control range” should be understood to mean, in particular, an angular range by which the camshaft can be rotated from a normal position relative to the crankshaft.
  • the camshaft adjuster has a camshaft setting range of at least 80 degrees and, in a particularly advantageous embodiment, a camshaft setting range of 100 degrees. Under a crankshaft angle range is intended in particular be understood an angular range by which the crankshaft rotates about its Hauptrotationsachse in a defined time.
  • the camshaft adjuster is designed as an electromagnetic camshaft adjuster.
  • a structurally simple, highly dynamic camshaft adjuster can be provided in a particularly simple manner.
  • the camshaft adjuster be provided to set the valve opening angle range in the engine start operating mode to a value which corresponds to the normal opening angle range minus one half of the camshaft setting range.
  • a valve opening region can be set by which a particularly advantageous filling of cylinders of the motor vehicle internal combustion engine is achieved in the engine starting operating mode, as a result of which, in particular, starting behavior can be further improved.
  • the valve opening angle range corresponds to a value which corresponds to the normal opening angle range minus almost the entire camshaft setting range.
  • camshaft control range is to be understood as meaning 80% of the camshaft adjusting range, in a more advantageous embodiment 90% of the camshaft actuating range and, in a particularly advantageous embodiment, 98% of the camshaft actuating range.
  • the camshaft adjuster has an adjustment unit that is provided to actively set the valve opening angle range in the engine start operating mode.
  • an adjustment of the valve opening angle range can be advantageously set accurately and easily.
  • a rapid adjustment of the valve opening area can be achieved.
  • control and / or regulating unit is provided for cyclically activating the setting unit in the engine start operating mode.
  • FIG. 1 shows a schematic representation of an internal combustion engine device with a Kraftchristnockenwellenverstellvortechnische for an automotive internal combustion engine.
  • the KraftGermannockenwellenverstellvortechnisch comprises a camshaft 12 and a camshaft adjuster 14, which is provided for an adjustment of a phase angle of the camshaft 12.
  • the camshaft 12 is driven by means of a crankshaft 37 of the motor vehicle internal combustion engine.
  • the engine device For connecting the camshaft 12 to the crankshaft 37, the engine device comprises a chain drive 38 operatively connecting the crankshaft to the phaser 14.
  • the camshaft 12 is formed as an intake camshaft and has at least one cam 15.
  • the chain drive 38 has a transmission ratio of 0.5.
  • the phaser 14, which is configured as a highly dynamic phaser, has a camshaft staging area 40 that includes a 50 degree camshaft angle range.
  • the camshaft adjustment range 40 of the camshaft adjuster 14 thus comprises a crankshaft angle range of 100 degrees.
  • the phaser 14 is designed as an electromechanical phaser.
  • the adjusting 16 is designed as a 3-shaft minus summation. It comprises three adjusting gear elements 17, 18, 19 by means of which the phase position of the camshaft 12 can be adjusted.
  • the adjusting 16 is as a planetary gear educated.
  • the adjusting mechanism 16 comprises a main axis of rotation 20 about which the three adjusting gear elements 17, 18, 19 are rotatably arranged. In principle, however, other 3-wave minus summation are conceivable.
  • the camshaft adjuster 14 comprises a drive unit 21, which comprises the first adjusting gear element 17.
  • the adjusting element 17 is designed as a planet carrier, the planetary gears 22, 23 of the adjusting leads on a circular path.
  • the drive unit 21 further has a sprocket 24 which is non-rotatably connected to the Verstellgetriebeelement 17.
  • the sprocket 24 is formed as part of the chain drive 38, by means of which the camshaft 12 is connected to the crankshaft 37.
  • the camshaft adjuster 14 comprises an output unit 25, which comprises the second adjusting gear element 18.
  • the adjusting element 18 is designed as a ring gear, which meshes with the guided by the planet carrier planetary gears 22, 23.
  • the adjusting element 18 is rotatably connected to the camshaft 12.
  • a setting unit 26 which includes the third Verstellgetriebeelement 19.
  • the Verstellgetriebeelement 19 is formed as a sun gear, which also meshes with the guided by the planet carrier planetary gears 22, 23.
  • the camshaft adjuster 14 comprises an actuating unit 27.
  • the actuating unit 27 is designed as a brake unit.
  • the adjusting unit 27 has an actuating direction, which is oriented parallel to the main axis of rotation 20.
  • the adjusting unit 27 comprises a stationary stator 28 and a rotatably arranged rotor 29.
  • the rotor 29 is non-rotatably connected to the third Verstellgetriebeelement 19. It is arranged axially movable on the third Verstellgetriebeelement.
  • the actuating unit 27 comprises a first coupling element 30 connected in a rotationally fixed manner to the stator 28, and a second coupling element 31 connected in a rotationally fixed manner to the rotor 29.
  • the coupling elements each have a friction surface 32, 33.
  • the two coupling elements 30, 31 are frictionally connected to each other.
  • the stator 28 has a magnetic coil unit 34.
  • the solenoid unit 34 generates a magnetic field by which the actuator 27 is actuated. If the magnetic coil unit 34 generates a magnetic field, the coupling element 31 of the rotor 29 is pressed against the coupling element 30 of the stator 28. As a result, a braking torque generated by the friction surfaces 32, 33 arises between the coupling elements 30, 31.
  • the braking torque which can be provided by the actuating unit 27 acts on the third adjusting-gear element 19 the adjusting unit 27, a speed of the Verstellgetriebeelements 19 can be set defined.
  • a braking torque is generated by means of the adjusting unit 27, which is so large that rotational speeds of the Verstellgetriebeelements 17 of the drive unit 21 and the Verstellgetriebeelements 19 of the setting 26 are the same size.
  • the camshaft 12 thus rotates exactly at half the crankshaft speed due to the transmission ratio of the chain drive 38.
  • the adjusting gear element 18 is accelerated.
  • the braking torque is reduced compared to the braking torque at a constant phase angle. As a result, the adjusting element 18 is braked.
  • the camshaft adjuster has an early stop and a late stop.
  • the early stop is designed as a mechanical stop which limits an adjustment of the phase position after early to a maximum advance 41.
  • the late stop is a mechanical stop, which limits an adjustment of the phase position after late to a maximum retardation 42.
  • the motor vehicle camshaft adjusting device comprises a cylinder device 35 with at least one inlet valve 13.
  • the cylinder device 35 comprises at least one cylinder and a cylinder head.
  • the intake valve 13 is disposed in an intake passage of the cylinder device 35 and, in a closed state, spatially separates a combustion chamber defined by the cylinder device 35 from the intake passage.
  • the inlet valve 13 is seated in a valve seat 36 which is formed by the cylinder device 35.
  • the inlet valve 13 seals the combustion chamber against the inlet channel.
  • the cylinder device 35 further comprises a valve spring 39.
  • the valve spring 39 is formed as a coil spring which is supported against the cylinder head. The valve spring 39 pushes the inlet valve 13 into the valve seat 36.
  • the valve spring 39 generates a valve force with which the inlet valve 13 is pressed into the valve seat 36.
  • the automotive internal combustion engine comprises a plurality of analog cylinder devices, each having at least one inlet valve.
  • the inlet valves are always designed analogously and have the same function. In the following, therefore, reference will be made only to the one inlet valve 13 and its function.
  • the intake valve 13 is actuated by the camshaft 12.
  • the camshaft forms the cam 15, which is functionally in contact with the inlet valve 13.
  • the camshaft 12 presses the inlet valve 13 out of the valve seat 36 by means of the cam 15.
  • the valve force of the valve spring 39 counteracts the force generated by the cam 15.
  • the combustion chamber is fluidically connected to the inlet channel.
  • the combustion chamber is fluidly separated from the inlet channel.
  • a fuel mixture from the inlet channel into the combustion chamber of the cylinder device 35 to flow.
  • only one component of the fuel mixture such as air, can flow from the inlet channel into the combustion chamber and a fuel, for example, be injected directly into the combustion chamber, for example by a direct injection.
  • the control unit 11 sets the camshaft 12 by means of the camshaft adjuster 14 to a defined phase position.
  • an operating program is deposited, which varies a magnetic field of the magnetic coil unit 34 for adjusting the phase position.
  • the control unit 11 changes the braking torque of the actuator 27.
  • the control unit 11 adjusts the phase angle of the camshaft 12 to the defined normal operation phase position after an engine start time.
  • the control and regulation unit 11 sets the phase angle of the camshaft 12 to changing operating situations.
  • the control and regulation unit 11 initially sets the camshaft 12 to a phase position designed as an idle phase position, which is designed for operation of the motor vehicle internal combustion engine at idling speed.
  • the phase angle of the camshaft 12 is constant.
  • the valve opening angle range ⁇ over which the intake valve 13 is opened, corresponds to a geometric normal angle opening area during the normal operation mode.
  • the geometric normal angle opening area is defined by a geometry of the cam 15.
  • the cam 15 takes on the camshaft 12 a defined angular range.
  • the control unit 11 first executes an initialization mode.
  • the crankshaft 37 is rotated exactly once around its main axis of rotation to calibrate a sensor of the automotive internal combustion engine.
  • the control unit 11 has an engine start operating mode.
  • the engine start operating mode controls the camshaft adjuster 14 of the vehicle camshaft adjuster before the engine start time.
  • the engine starting mode immediately follows the initialization mode.
  • the engine start operating mode can also be designed to overlap with the initialization mode.
  • the engine starting operation mode sets a valve opening angle range ⁇ smaller than a geometric normal opening angle range ⁇ .
  • the setting of the valve opening angle range ⁇ is speed dependent, and the valve opening angle range ⁇ becomes smaller and smaller at low speeds.
  • the engine start operating mode is intended to specifically exploit a momentum of the Kraft mecanicalkenwellenverstellvorraum.
  • the momentum is due in particular to the valve spring 39 and the rotation of the camshaft 12.
  • the camshaft 12 is decelerated by the valve force of the valve spring 39.
  • the adjusting element 18 of the adjusting gear 16 is braked and the adjusting mechanism 16 is retarded.
  • the adjusting mechanism 16 is adjusted to a maximum late to a late stop.
  • the opening of the intake valve 13 is delayed by the momentum.
  • the engine starting mode of operation utilizes the inherent dynamics-induced late adjustment to make opening the intake valve 13 as late as possible.
  • high inflow velocities are thereby achieved in the cylinder.
  • the momentum causes an acceleration of the camshaft 12.
  • the camshaft 12 is accelerated by an introduced in the valve spring 39 by the opening of the intake valve 13 energy again.
  • the valve spring 39 releases the energy by relaxing on the camshaft 12 and supports its rotation with it.
  • Due to the acceleration of the camshaft 12, the adjusting element 18 of the adjusting gear 16 is accelerated and the adjusting mechanism 16 is adjusted to early.
  • the adjusting mechanism 16 is adjusted to a maximum of one early stop after a maximum.
  • the Closing the inlet valve 13 is pushed by the momentum to early.
  • the engine start operating mode utilizes the inherent dynamics-induced early adjustment to make closing the intake valve 13 as early as possible. In an advantageous manner, a retraction of the charge or charge from the cylinder is thereby avoided. This results in a maximum filling of the cylinder and a maximum engine starting torque.
  • the first actuation of the intake valve 13 preferably takes place only over a very small crankshaft angle range. Due to the low engine speed at engine start, the cylinder is completely filled. With increasing after the first ignition speed is a basic position of the variable 16 is approached, which may be in the camshaft position range 40 or at the early stop. The cylinder charge or cylinder charge is heated by the late intake start before the first ignition and gets a high turbulence, resulting in a good mixture preparation in the cylinder. This means that the late start of intake leads to a high charge movement and a temperature increase of the charge. The early intake closure results in an optimum cylinder charge for the first ignition.
  • valve opening angle range ⁇ is reduced from the normal angle opening range.
  • valve opening area is reduced to a value resulting from the difference between the normal opening angle range ⁇ and almost the camshaft setting range 40.
  • the control unit 11 actively supports the inherent dynamics of the camshaft adjuster 14 in the engine start operating mode. In order to support the momentum, the control unit 11 is provided to control the setting unit 26 cyclically.
  • the setting unit 26 sets the camshaft 12 at the opening of the intake valve 13 after late and the closing of the intake valve 13 after early on a defined phase position.
  • the adjusting unit 26 is provided to actively adjust the valve opening angle range ⁇ . Before opening the intake valve 13, the adjusting unit 26 actively adjusts the phase position of the camshaft 12 to late.
  • the control and regulation unit 11 reduces the braking torque of the setting unit 26 with respect to the braking torque to set a constant phase position. The braking torque is reduced to a minimum.
  • the caused by the momentum of the Kraftmedinockenwellenverstellvorraum adjustment the camshaft 12 after late is further enhanced by the reduction of the braking torque.
  • the adjusting unit 26 adjusts the phase position of the camshaft 12 actively after an early start.
  • the control unit 11 increases the braking torque of the setting unit 26 with respect to the braking torque to set a constant phase position.
  • the braking torque is increased to a maximum.
  • the control unit 11 switches to the engine start timing from the engine starting operation mode to the normal operation mode. At the engine start time, all cylinders of the motor vehicle internal combustion engine have fired at least once. At the latest when reaching the idle speed, the control and regulating unit 11 switches to the normal operating mode and adjusts the phase angle of the camshaft 12 to a constant phase position, which is tuned to the idling mode.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP11726343.4A 2010-07-09 2011-06-11 Kraftfahrzeugnockenwellenverstellvorrichtung Active EP2591215B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010026658A DE102010026658A1 (de) 2010-07-09 2010-07-09 Kraftfahrzeugnockenwellenverstellvorrichtung
PCT/EP2011/002883 WO2012003917A1 (de) 2010-07-09 2011-06-11 Kraftfahrzeugnockenwellenverstellvorrichtung

Publications (2)

Publication Number Publication Date
EP2591215A1 EP2591215A1 (de) 2013-05-15
EP2591215B1 true EP2591215B1 (de) 2014-01-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11726343.4A Active EP2591215B1 (de) 2010-07-09 2011-06-11 Kraftfahrzeugnockenwellenverstellvorrichtung

Country Status (6)

Country Link
US (1) US8857392B2 (zh)
EP (1) EP2591215B1 (zh)
JP (1) JP5802749B2 (zh)
CN (1) CN103003533A (zh)
DE (1) DE102010026658A1 (zh)
WO (1) WO2012003917A1 (zh)

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WO2015144111A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zum betrieb einer brennkraftmaschine
DE102014205770A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine

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US10634066B2 (en) * 2016-03-16 2020-04-28 Hyundai Motor Company System and method for controlling valve timing of continuous variable valve duration engine
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JP4348564B2 (ja) * 2008-03-28 2009-10-21 三菱自動車工業株式会社 内燃機関の可変動弁装置
JP4697485B2 (ja) * 2008-07-02 2011-06-08 三菱自動車工業株式会社 内燃機関の始動制御装置
JP4716053B2 (ja) * 2008-09-12 2011-07-06 三菱自動車工業株式会社 内燃機関

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015144111A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zum betrieb einer brennkraftmaschine
DE102014205767A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb einer Brennkraftmaschine
DE102014205770A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
WO2015144110A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur verstellung von steuerzeiten einer brennkraftmaschine
DE102014205767B4 (de) 2014-03-27 2024-05-29 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb einer Brennkraftmaschine

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US8857392B2 (en) 2014-10-14
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WO2012003917A1 (de) 2012-01-12
US20130104823A1 (en) 2013-05-02
CN103003533A (zh) 2013-03-27
EP2591215A1 (de) 2013-05-15
JP2013533938A (ja) 2013-08-29

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