EP2609304B1 - Système de commande de soupape d'un moteur à combustion interne à piston - Google Patents

Système de commande de soupape d'un moteur à combustion interne à piston Download PDF

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Publication number
EP2609304B1
EP2609304B1 EP11730299.2A EP11730299A EP2609304B1 EP 2609304 B1 EP2609304 B1 EP 2609304B1 EP 11730299 A EP11730299 A EP 11730299A EP 2609304 B1 EP2609304 B1 EP 2609304B1
Authority
EP
European Patent Office
Prior art keywords
solenoid
permanent magnet
camshaft
valve train
brake rotor
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.)
Not-in-force
Application number
EP11730299.2A
Other languages
German (de)
English (en)
Other versions
EP2609304A1 (fr
Inventor
Frank Richter
Reiner Keller
Markus Wannags
Ilja Imgrunt
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2609304A1 publication Critical patent/EP2609304A1/fr
Application granted granted Critical
Publication of EP2609304B1 publication Critical patent/EP2609304B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01L1/352—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
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/04—Camshaft drives characterised by their transmission means the camshaft being driven by belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/12—Fail safe operation

Definitions

  • the invention relates to a valve train of a combustion piston engine, comprising a superposition gear with two input elements and an output element comprehensive adjusting device for phase adjustment of a camshaft according to the preamble of patent claim 1.
  • Known adjusting devices for phase adjustment of a camshaft are designed as hydraulic turntable or as electromechanical turntable, which are arranged directly between the provided with a chain or toothed belt sprocket hub and the rotatably connected to the camshaft axis of the camshaft sprocket.
  • a disadvantage of such direct rotary adjusting devices are the high translation forces caused by the low translation and the high control effort for setting a specific phase angle.
  • the superposition gear generally has two input elements and an output element, wherein the first input element, for example via a chain or toothed belt drive, is in drive connection with the crankshaft, the second input element is in communication with a controllable actuator, and the output element is non-rotatably connected to the camshaft.
  • a superposition gear is preferably a simple planetary gear or one consisting of components of two Planetenrad arrangementsn coupled planetary gear used.
  • the actuator may be used as a servo-controlled rotary drive, such as a rotary actuator. be designed as an electric motor or as a hydraulic turntable, or as a controllable braking device.
  • a particularly simple and cost-effective in terms of their structure and controllability braking device is designed as a controllable friction brake, a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the second input element and by the magnetic field of the electromagnet against a housing-fixed friction surface includes releasable brake rotor. Since the second input elements in the unbraked state would rotate faster than the first input element, a certain phase angle of the associated camshaft is maintained by the setting of a specific, acting on the brake rotor and thus on the second input element mean braking torque. Starting from this phase position of the camshaft, an adjustment is achieved early by a brief increase in the braking torque and late by a brief reduction in the braking torque.
  • a first such adjusting device for the phase adjustment of a camshaft with a superposition gear and a standing in operative connection with this braking device is from the DE 10 2006 011 806 A1 known.
  • the superposition gear of this actuator is as a coupled planetary gear with two sun gears with different diameters and tooth numbers and a plurality of rotatably mounted two-stage planetary gear planet carrier formed, wherein the first input element are formed by the planet carrier, the second input element by the smaller sun gear, and the output member by the larger sun gear.
  • the braking device is designed as an electromagnetically controllable friction brake, which comprises a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the smaller sun gear and by the magnetic field of the electromagnet against a arranged on the magnetic body friction surface brake rotor.
  • electromagnet is switched off the disc-shaped brake rotor is pressed by a spring axially against the planet carrier, whereby at least one locking element engages in a corresponding recess of the planet carrier, whereby the planetary gear is locked in and rigidly rotates.
  • the superposition gear of this adjusting device is designed as a simple planetary gear with a sun gear, a plurality of rotatably mounted planetary planet carrier and a ring gear, wherein the first input element by the planet carrier, the second input element by the sun gear and the output member by the Ring gear are formed.
  • Another generic adjusting device for phase adjustment of a camshaft according to the DE 10 2008 043 673 A1 has an inverse control characteristic.
  • the superposition gear is as in the actuator after the DE 10 2006 028 554 A1 designed as a simple planetary gear.
  • the rotatably mounted and axially displaceable on a rigidly connected to the sun gear shaft mounted brake rotor is arranged axially outside of the electromagnet and clamped by a spring axially against a freely rotatably mounted pressure plate.
  • the pressure plate is disposed axially within the electromagnet adjacent to the planet carrier and has control cam for engagement in recesses of the planet carrier and of control lugs of the ring gear, whereby a lock of the planet carrier with the ring gear in an emergency position is reached with the electromagnet off.
  • the brake rotor is pressed with the solenoid switched off by the spring against a housing-fixed friction surface.
  • the electromagnet is turned on, the thrust washer is axially pulled away from the planet carrier against the restoring force of the spring and thus releases the lock between the planet carrier and the ring gear.
  • the brake rotor is axially pulled away from the housing-fixed friction surface according to the strength of the magnetic field against the restoring force of the spring and thus reduces the effective braking torque.
  • a disadvantage of the known adjusting devices for phase adjustment of a camshaft is thus the permanent power consumption of the electromagnet during operation of the internal combustion piston engine and the respective adjusting device. Also, in each case, a relatively strong magnetic field is required in order to achieve against the restoring force of the spring, a sufficiently high braking torque for adjusting and holding the respective phase angle of the camshaft.
  • the invention has the object, a valve train of a combustion piston engine with an adjusting device for phase adjustment of a camshaft of the type mentioned in terms of to develop a lower energy consumption and a simplified structure of the adjusting device.
  • the invention is therefore based on a known valve train of a combustion piston engine, which has a superposition gear with two input elements and an output element comprehensive adjusting device for phase adjustment of a camshaft.
  • the first input element is, e.g. via a chain or toothed belt drive, with a crankshaft in drive connection
  • the second input element is in operative connection with a controllable braking device
  • the output element is non-rotatably connected to the camshaft.
  • the braking device is designed as an electromagnetically controllable friction brake, which comprises a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the second input element and can be pressed by the magnetic field of the electromagnet against a housing-fixed friction surface brake rotor.
  • the permanent magnet is advantageously designed and arranged such that the camshaft is automatically held in a defined initial position or adjusted in the engine start and a failure of the power supply of the electromagnet and / or its control by the set base braking torque. This ensures that the electromagnet must be turned on only to adjust the current phase position of the camshaft, and that on a special safety device (Fail Save), as provided in the known actuators positive locking between the brake rotor and the second input element of the superposition gear or between the first input element and the output element of the superposition gearing, can be dispensed with.
  • a special safety device as provided in the known actuators positive locking between the brake rotor and the second input element of the superposition gear or between the first input element and the output element of the superposition gearing
  • the permanent magnet could be arranged radially inside or outside the electromagnet or on the side facing away from the electromagnet axially adjacent to the brake rotor.
  • this would disadvantageously lead to increased construction costs and larger dimensions of the braking device. Therefore, it is provided herein that the permanent magnet is disposed within the magnetic flux of the electromagnet, so that the magnetic body of the electromagnet and the adjacent portion of the brake rotor is used to form a closed magnetic flux circuit of the permanent magnet. In addition, this will improve the superposition of the magnetic fields of both magnets and thus the controllability of the resulting braking torque.
  • Such an arrangement of the permanent magnet may be expediently realized such that the permanent magnet is annular and has an axial alignment of its poles (N, S), as well as in a corresponding radially inner or outer recess of the magnetic body of the electromagnet is arranged.
  • the permanent magnet is annular and has a radial orientation of its poles (N, S), and in a corresponding axially outer, i. arranged on the side remote from the brake rotor arranged recess of the magnetic body of the electromagnet.
  • the adjustment of the phase angle of the camshaft now takes place in a simple manner in that the magnetic field of the permanent magnet for increasing the braking torque acting on the brake rotor, i. for adjusting the camshaft in the early direction, amplified by a suitable control device by a rectified polarity of the electromagnet and to reduce the braking torque acting on the brake rotor, i. for adjusting the camshaft toward late, is attenuated by an opposite polarity of the electromagnet.
  • the brake rotor can be provided between the first input element and the output element of the superposition gear effective limit stops for limiting the adjustment of the phase adjustment of the camshaft to a permissible phase angle range.
  • FIG. 1 An in Fig. 1 partially formed valve train of a combustion piston engine is provided with an adjusting device 1 for phase adjustment of a camshaft 2, which comprises a superposition gear 3 with two input elements 4, 5 and an output element 6 and a controllable braking device 7.
  • the superposition gear 3 is exemplified as a simple planetary gear 8 with a sun gear 9, a plurality of rotatably mounted planet gears 10 supporting planet carrier 11 and a ring gear 12 is formed.
  • the planet carrier 11 forms the first input element 4 and is provided with a chain sprocket 13, via which by means of a timing chain, not shown, a positive drive connection with the crankshaft of the internal combustion piston engine.
  • the sun gear 9 forms the second input element 5, which is in operative connection with the braking device 7.
  • the ring gear 12 forms the output element 6 and is connected via a plurality of screws 14 rigidly connected to the camshaft 2.
  • the braking device 7 is designed as an electromagnetically controllable friction brake 15 and comprises a housing-fixed electromagnet 16 with a U-shaped and made of a ferromagnetic material magnetic body 17 and a magnetic coil 18 and a mecanicaxialver leopardung 19 rotationally fixed and axially displaceable on the axially elongated At least in the area adjacent to the magnetic body 17 region of the brake rotor 21 is made of a ferromagnetic material, so that it is pressed when the electromagnet 16 by the generated magnetic field axially against friction surfaces 22 of the magnetic body 17 and thus on the Sun gear 9 effective braking torque is generated.
  • a permanent magnet 23 which in the present case is annular, has an axial orientation of the poles N, S, and in a corresponding radially outer recess 24 of the magnetic body 17 of the electromagnet 16 is arranged.
  • the permanent magnet 23 is disposed within the magnetic flux of the electromagnet 16, whereby on the one hand, the superposition of the magnetic fields of both magnets 16, 23 improves and on the other the common use of the magnetic body 17 to amplify the magnetic field and its friction surfaces 22 for braking the brake rotor 21 through both Magnets 16, 23 is enabled.
  • the advantageous function of the adjusting device 1 according to the invention is that a constant magnetic field is generated by the permanent magnet 23 and thus without energy expenditure, pressed by the brake rotor 21 against the friction surfaces 22 of the magnetic body 17 and thus effective on the sun gear 9 of the superposition gear 3 base -Bremsmoment is generated.
  • the permanent magnet 23 is preferably dimensioned such that the camshaft 2 is automatically held in a defined basic position or adjusted in the engine start and a failure of the power supply of the solenoid 16 and / or its control by the set base braking torque in this. As a result, it is possible to dispense with a form-locking interlock between the brake rotor 21 and the planet carrier 11 or between the planet carrier 11 and the ring gear 12, which is associated with a space gain and cost savings.
  • the magnetic field of the permanent magnet 23 is increased to increase the brake rotor 21 effective braking torque, ie for adjusting the camshaft 2 in the direction early, by a rectified polarity of the electromagnet 16 and effective to reduce the on the brake rotor 21 Braking torque, ie for adjusting the camshaft 2 in the late direction, weakened by an opposite polarity of the electromagnet 16.
  • FIG. 2 Shown second variant of the adjusting device 1 according to the invention for the phase adjustment of a camshaft 2 differs from the in Fig. 1 shown variant only in that the ring-shaped permanent magnet 23 'now has a radial alignment of its poles (N, S) and in a corresponding axially outer, ie on the side remote from the brake rotor 21 side recess 24' of the magnetic body 17 of the electromagnet 16th is arranged.

Claims (7)

  1. Système de commande de soupape d'un moteur à combustion interne à piston, comprenant un dispositif de commande (1) comprenant une transmission à superposition (3) avec deux éléments d'entrée (4, 5) et un élément de sortie (6), pour le réglage de phase d'un arbre à came (2), dont le premier élément d'entrée (4) est en liaison d'entraînement avec un vilebrequin, dont le deuxième élément d'entrée (5) est en liaison fonctionnelle avec un dispositif de frein commandable (7) et dont l'élément de sortie (6) est connecté de manière solidaire en rotation à l'arbre à came (2), le dispositif de frein (7) étant réalisé sous forme de frein à friction (15) à commande électromagnétique, qui comprend un électroaimant fixé au boîtier (16) avec un corps magnétique (17) et une bobine magnétique (18) ainsi qu'un rotor de frein (21) connecté de manière solidaire en rotation et de manière déplaçable axialement au deuxième élément d'entrée (5) et pouvant être pressé par le champ magnétique de l'électroaimant (16) contre une surface de friction fixée au boîtier (22), caractérisé en ce qu'un aimant permanent (23, 23') est disposé axialement à côté du rotor de frein (21), le rotor de frein (21) pouvant être pressé par son champ magnétique contre une surface de friction fixée au boîtier (22) en vue d'ajuster un couple de freinage de base, avec une force de pressage de base correspondante.
  2. Système de commande de soupape selon la revendication 1, caractérisé en ce que l'aimant permanent (23, 23') est réalisé et disposé de telle sorte que l'arbre à came (2), lors du démarrage du moteur et en cas de panne de l'alimentation en tension de l'électroaimant (16) et/ou de sa commande, soit maintenu automatiquement dans une position de base définie ou déplacé dans celle-ci par le couple de freinage de base ajusté.
  3. Système de commande de soupape selon la revendication 1 ou 2, caractérisé en ce que l'aimant permanent (23, 23') est disposé à l'intérieur du flux magnétique de l'électroaimant (16).
  4. Système de commande de soupape selon la revendication 3, caractérisé en ce que l'aimant permanent (23) est réalisé sous forme annulaire et présente une orientation axiale de ses pôles (N, S), et est disposé dans un évidement correspondant radialement intérieur ou extérieur (24) du corps magnétique (17) de l'électroaimant (16).
  5. Système de commande de soupape selon la revendication 3, caractérisé en ce que l'aimant permanent (23') est réalisé sous forme annulaire et présente une orientation radiale de ses pôles (N, S) et est disposé dans un évidement correspondant axialement extérieur (24') du corps magnétique (17) de l'électroaimant (16).
  6. Système de commande de soupape selon au moins l'une quelconque des revendications 1 à 5, caractérisé en ce que le champ magnétique de l'aimant permanent (23, 23') peut être accru pour augmenter le couple de freinage agissant sur le rotor de frein (21) au moyen d'un dispositif de commande par une polarité de l'électroaimant (16) dans le même sens et peut être réduit pour réduire le couple de freinage agissant sur le rotor de frein (21) par une polarité opposée de l'électroaimant (16).
  7. Système de commande de soupape selon au moins l'une quelconque des revendications 1 à 6, caractérisé en ce que des butées de fin de course agissant entre le premier élément d'entrée (4) et l'élément de sortie (6) de la transmission à superposition (3) sont prévues pour limiter la plage de réglage du réglage de phase de l'arbre à came (2) à une plage d'angles de phase admissible.
EP11730299.2A 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston Not-in-force EP2609304B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010039861A DE102010039861A1 (de) 2010-08-27 2010-08-27 Ventiltrieb eines Verbrennungskolbenmotors
PCT/EP2011/061473 WO2012025287A1 (fr) 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston

Publications (2)

Publication Number Publication Date
EP2609304A1 EP2609304A1 (fr) 2013-07-03
EP2609304B1 true EP2609304B1 (fr) 2014-11-05

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11730299.2A Not-in-force EP2609304B1 (fr) 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston

Country Status (5)

Country Link
US (1) US8707918B2 (fr)
EP (1) EP2609304B1 (fr)
JP (1) JP2013536362A (fr)
DE (1) DE102010039861A1 (fr)
WO (1) WO2012025287A1 (fr)

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DE102014001397A1 (de) * 2014-02-04 2015-08-06 Daimler Ag Nockenwellenverstellvorrichtung
DE102014006809A1 (de) * 2014-05-08 2015-11-12 Daimler Ag Nockenwellenverstellvorrichtung
DE102014009188A1 (de) * 2014-06-12 2015-12-17 Daimler Ag Verfahren zur Verstellung einer Phasenlage einer Nockenwelle
DE102014009726A1 (de) 2014-06-28 2015-12-31 Daimler Ag Nockenwellenverstellvorrichtung mit einer elektromechanischen Bremseinheit
DE102014011152A1 (de) 2014-07-25 2015-01-15 Daimler Ag Nockenwellensteller zur Verstellung einer Phasenlage einer Nockenwelle
US9545903B2 (en) * 2015-02-02 2017-01-17 Goodrich Corporation Electromechanical brake actuator with variable speed epicyclic gearbox
DE102016007818A1 (de) 2016-06-23 2017-12-28 Daimler Ag Verstellgetriebe mit einer verzahnungsfreien Wirkverbindung

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DE10220687A1 (de) * 2002-05-10 2003-11-20 Ina Schaeffler Kg Nockenwellenversteller mit elektrischem Antrieb
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
DE10352361B4 (de) * 2003-11-10 2020-08-27 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit elektrischem Antrieb
JP2005146993A (ja) * 2003-11-17 2005-06-09 Hitachi Ltd 内燃機関のバルブタイミング制御装置
US20090260590A1 (en) * 2004-09-01 2009-10-22 Nittan Valve Co., Ltd. Phase varying device of engine
DE102006011806A1 (de) 2006-03-15 2007-10-04 Zf Friedrichshafen Ag Verstellvorrichtung für eine Nockenwelle
DE102006028554B4 (de) 2006-06-22 2018-03-08 Daimler Ag Verstelleinrichtung
JP2008115867A (ja) * 2007-11-26 2008-05-22 Hitachi Ltd 可変バルブタイミング機構の制御装置
JP2009228427A (ja) * 2008-03-19 2009-10-08 Hitachi Ltd 内燃機関のバルブタイミング制御装置
DE102008031505A1 (de) 2008-07-03 2010-01-07 Daimler Ag Nockenwelleneinheit
DE102008043671A1 (de) * 2008-11-12 2010-05-20 Zf Friedrichshafen Ag Verstellsystem für Nockenwellen einer Brennkraftmaschine
DE102008043673A1 (de) 2008-11-12 2010-05-20 Zf Friedrichshafen Ag Verstellsystem für Nockenwellen einer Brennkraftmaschine
DE102008060926A1 (de) 2008-12-06 2010-06-10 Daimler Ag Phasenlageverstellvorrichtung zur Verstellung einer Phasenlage einer Welle
DE102008060927A1 (de) 2008-12-06 2010-06-10 Daimler Ag Phasenverstellvorrichtung
DE102010021774A1 (de) 2010-05-27 2011-12-01 Daimler Ag Stellvorrichtung für eine Brennkraftmaschinenventiltriebvorrichtung

Also Published As

Publication number Publication date
US20130146007A1 (en) 2013-06-13
JP2013536362A (ja) 2013-09-19
US8707918B2 (en) 2014-04-29
WO2012025287A1 (fr) 2012-03-01
EP2609304A1 (fr) 2013-07-03
DE102010039861A1 (de) 2012-03-01

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