EP3564502B1 - Commande de soupape variable - Google Patents

Commande de soupape variable Download PDF

Info

Publication number
EP3564502B1
EP3564502B1 EP19167896.0A EP19167896A EP3564502B1 EP 3564502 B1 EP3564502 B1 EP 3564502B1 EP 19167896 A EP19167896 A EP 19167896A EP 3564502 B1 EP3564502 B1 EP 3564502B1
Authority
EP
European Patent Office
Prior art keywords
engagement track
actuator
cam carrier
engagement
cam
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
EP19167896.0A
Other languages
German (de)
English (en)
Other versions
EP3564502A1 (fr
Inventor
Steffen Hirschmann
Thomas Malischewski
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.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
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 MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP3564502A1 publication Critical patent/EP3564502A1/fr
Application granted granted Critical
Publication of EP3564502B1 publication Critical patent/EP3564502B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • 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
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • 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
    • F01L1/34413—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 composite camshafts, e.g. with cams being able to move relative to the camshaft
    • 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
    • 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
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • 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
    • F01L2013/0052—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 with cams provided on an axially slidable sleeve
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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 variable valve drive, in particular with a sliding cam system, for an internal combustion engine.
  • Valve-controlled internal combustion engines have one or more controllable inlet and outlet valves per cylinder.
  • Variable valve drives allow flexible control of the valves to change the opening time, closing time and / or the valve lift. This means that engine operation can be adapted to a specific load situation, for example.
  • a variable valve drive can be implemented using a so-called sliding cam system. From the DE 196 11 641 C1 an example of such a sliding cam system is known with which the actuation of a gas exchange valve with several different lift curves is made possible.
  • a sliding cam with at least one cam section having a plurality of cam tracks is mounted on the camshaft in a rotationally fixed but axially displaceable manner, which has a stroke contour into which an actuator in the form of a pin is inserted from radially outside to generate an axial displacement of the sliding cam.
  • the axial displacement of the sliding cam sets a different valve lift for the respective gas exchange valve.
  • the sliding cam is locked in its axial relative position on the camshaft after it has been axially displaced relative to the camshaft. From the DE 10 2011 050 484 A1 an internal combustion engine with a plurality of cylinders, a cylinder head and a cylinder head cover is known.
  • At least one rotatably mounted camshaft with at least one slide cam that can be axially displaced on the respective camshaft is provided.
  • the respective sliding cam has at least one link section with at least one groove.
  • An actuator is provided to effect an axial displacement of the respective sliding cam.
  • the actuator is mounted in the cylinder head or in the cylinder head cover.
  • From the US 2010/126445 A1 is a device for adjusting the camshaft of an internal combustion engine with a lift profile element which is provided in a rotationally fixed manner on or on an axially displaceable camshaft and offers a control groove, and a control unit for effecting a predetermined axial displacement of the camshaft, the control unit having a preferably radially movable to the camshaft for controllable engagement in the Has lift profile element formed tappet unit is known.
  • the invention is based on the object of creating an alternative and / or improved variable valve drive with which the aforementioned disadvantages of the prior art can be overcome in particular.
  • the invention creates a variable valve drive, in particular with a sliding cam system, for an internal combustion engine.
  • the variable valve drive has a shaft and a cam carrier which is arranged on the shaft in a rotationally fixed and axially displaceable manner (for example by means of axial profiling, in particular a toothed shaft connection or splined shaft connection).
  • the cam carrier has a first cam and a second cam (e.g. axially offset from the first cam, in particular adjacent to the first cam), a first engagement track, a second engagement track and a third engagement track (e.g. emergency intervention track and / or Fail-safe intervention track).
  • the variable valve drive has a first actuator which is designed (e.g.
  • the variable valve drive has a second actuator, which is designed to engage in the second engagement track for moving the cam carrier in a second axial direction which is opposite to the first axial direction (e.g. by means of a pin of the second actuator) and for moving it of the cam carrier in the first axial direction (for example by means of the pin of the second actuator) to engage in the third engagement track.
  • variable valve drive can have the advantage that, even if the first actuator fails, a displacement of the cam carrier normally caused by the first actuator is possible, namely by the second actuator.
  • the second actuator can intervene in the third engagement track.
  • the third intervention track can thus expediently serve as an emergency intervention track or fail-safe intervention track. This makes it possible, for example, to switch between engine braking operation and normal operation of the internal combustion engine even if the first actuator fails.
  • variable valve train can have a power transmission device which, depending on an axial position of the cam carrier, optionally produces an operative connection between the first cam and a gas exchange valve (for example inlet valve or outlet valve) of the internal combustion engine or between the second cam and the gas exchange valve.
  • a gas exchange valve for example inlet valve or outlet valve
  • the first engagement track, the second engagement track and / or the third engagement track can expediently be at least partially helical (helical).
  • the first actuator can have a displaceable pin for engaging in the first engagement track.
  • the second actuator can have a displaceable pin for optionally engaging in the second engagement track or the third engagement track.
  • the shaft and the cam carrier can form a camshaft of the internal combustion engine.
  • an engagement of the first actuator in the first engagement track causes a displacement of the cam carrier from a first axial position (on the shaft) to a second axial position (on the shaft).
  • an engagement of the second actuator in the third engagement track causes a displacement of the cam carrier from the first axial position into the second axial position. It is possible that engagement of the second actuator in the second engagement track causes a displacement of the cam carrier from the second axial position into the first axial position.
  • An engine braking operation of the internal combustion engine can expediently be effected in the first axial position and normal operation of the internal combustion engine can be effected in the second axial position.
  • the first actuator can only engage in the first engagement track when the cam carrier is in the first axial position.
  • the second actuator can only engage in the second engagement track when the cam carrier is in the second axial position.
  • the second actuator can only engage in the third engagement track when the cam carrier is in the first axial position.
  • the cam carrier when the second actuator engages in the third engagement track, one end of an ejection section of the third engagement track is reached before the cam carrier reaches the second axial position.
  • the cam carrier is accelerated (e.g. by rotating the shaft and the cam carrier) in such a way that the cam carrier moves further after the second actuator has been ejected from the third engagement track, in particular in free flight , moved to the second axial position. It is possible, for example, for a pin of the second actuator to be ejected from the third engagement track (for example by means of an ejection ramp of the third engagement track) before the cam carrier reaches the second axial position. This enables a comparatively short third engagement track.
  • the cam carrier can expediently be lockable in the first axial position and / or the second axial position by a locking device.
  • the power transmission device produces an operative connection between the second cam and the gas exchange valve in the first axial position of the cam carrier, and the second cam is designed as an engine brake cam.
  • the internal combustion engine is operated in an engine braking mode in the first axial position of the cam carrier.
  • the engine brake cam can expediently hold an exhaust valve (gas exchange valve) actuated by the engine brake cam initially closed in the compression cycle and / or in the exhaust cycle and then open it. A single or double decompression into the exhaust tract can hereby be effected, whereby the internal combustion engine can be braked.
  • an exhaust valve gas exchange valve
  • the force transmission device in the second axial position of the cam carrier, can establish an operative connection between the first cam and the gas exchange valve.
  • the first cam can be designed to bring about normal operation of the gas exchange valve, for example the exhaust valve (and thus the internal combustion engine).
  • variable valve drive has a control unit which is designed to control the first actuator and / or the second actuator (for example directly or indirectly).
  • control unit can relate to electronics and / or mechanical controls which, depending on the design, can take on control tasks and / or regulating tasks. Even if the term “control” is used here, it can also expediently include “regulation” or “control with feedback”.
  • control unit can control the first actuator and / or the second actuator directly or indirectly.
  • control unit can control an actuator directly by energizing an electromagnet or an electric motor of the electric actuator. It is also possible that the control unit controls an actuator indirectly by switching a fluid valve or a fluid pump.
  • the fluid valve or the fluid pump is in fluid communication with the actuator (for example hydraulic actuator or pneumatic actuator) for controlling a supply of a fluid to the actuator.
  • the actuators can expediently be designed as electrical, pneumatic and / or hydraulic actuators.
  • electrical actuators for example, particularly fast switching times can be achieved, for example in the single-digit millisecond range. This can be advantageous with regard to the ability to engage in the third engagement lane.
  • control unit is designed to control the second actuator to intervene in the third engagement track (for example directly or indirectly) (for example only) when the first actuator and / or an axial displacement by the first actuator has a malfunction.
  • the malfunction can be detected by the control unit.
  • the third intervention track can therefore only be used as an emergency intervention track or fail-safe intervention track, in particular, when the first actuator is not working.
  • control unit is designed to set an engine speed of the internal combustion engine below or to a predetermined limit value (e.g. 1000 rpm, 900 rpm, 800 rpm, 700 rpm, 600 rpm, 550 U / min, 500 U / min) lower and / or hold before and / or while it controls the second actuator to intervene in the third engagement lane (for example, directly or indirectly).
  • a predetermined limit value e.g. 1000 rpm, 900 rpm, 800 rpm, 700 rpm, 600 rpm, 550 U / min, 500 U / min
  • control unit is designed to reduce and / or maintain an engine speed of the internal combustion engine to an idling speed (e.g. approx. 600 rpm) before and / or while it activates the second actuator to intervene in the third engagement lane (for example, directly or indirectly) controls.
  • the third engagement track can be dimensioned comparatively small and / or with a large gradient. Furthermore, at low engine speeds, a free flight of the cam carrier to complete the displacement process can be carried out safely and repeatedly.
  • control unit it is possible for the control unit to allow a higher engine speed again and / or no longer limit an engine speed after the cam carrier has been displaced by engaging the second actuator in the third engagement track.
  • control unit is designed to prevent a new backward displacement by engaging the second actuator in the second engagement track after a displacement of the cam carrier by engagement of the second actuator in the third engagement track.
  • control unit is designed to control the second actuator in several successive attempts (for example twice, three times, four times, etc.) to intervene in the third engagement track (for example directly or indirectly) until the cam carrier enters the second Axial position is shifted.
  • control unit is designed to prevent axial displacement of the cam carrier in the event of a malfunction of the first actuator by engaging the second actuator in the second engagement track.
  • a length, in particular an arc length, of the third engagement track is shorter than a length, in particular an arc length, of the first engagement track and / or a length, in particular an arc length, of the second engagement track.
  • a length, in particular an arc length, of the third engagement track is in an area less than or equal to 90 ° NW (camshaft angle) (e.g. less than or equal to 60 ° NW) and / or greater than or equal to 20 ° NW (e.g. B. greater than or equal to 30 ° NW).
  • the NW areas can, for example, be different depending on the application, cam size, etc.
  • the length of the third engagement track can be less than or equal to half the length of the first engagement track and / or the second engagement track.
  • a depth (e.g., maximum depth) of the third engagement track is smaller than a depth (e.g., maximum depth) of the first engagement track and / or a depth of the second engagement track.
  • a depth (e.g. maximum depth) of the third engagement track in a region is less than or equal to 2 mm and / or greater than or equal to 1 ° mm.
  • the depth can, for example, be different depending on the application, cam size, etc.
  • the depth of the third engagement track can be less than or equal to half the depth of the first engagement track and / or the second engagement track.
  • a slope of the third engagement track is greater than a slope of the first engagement track and / or a slope of the second engagement track.
  • an axial extension of the third engagement track along an axial axis of the Cam carrier smaller than an axial extent of the first engagement track along the axial axis of the cam carrier and / or an axial extent of the second engagement track along the axial axis of the cam carrier. It is possible for the third engagement track to be dimensioned smaller than the first engagement track and / or the second engagement track.
  • the smaller dimensioning of the third engagement track compared to the first and second engagement track can take their use as an emergency engagement track into account.
  • the smaller dimensioning can be made possible by the fact that the displacement of the cam carrier upon engagement in the third engagement track is carried out at a predetermined, low engine speed at which lower forces act.
  • a start of an entry section, in particular an entry ramp, of the third engagement track adjoins an end of an ejection section, in particular an ejection ramp, of the second engagement track, in particular in a circumferential direction around the cam carrier, (e.g. at a small distance in the single-digit NW- Area).
  • the cam carrier has a fourth engagement track and the first actuator is designed to engage in the fourth engagement track in order to displace the cam carrier in the second axial direction.
  • an engagement of the first actuator in the fourth engagement track causes a displacement of the cam carrier from a second axial position of the cam carrier into a first axial position of the cam carrier.
  • the cam carrier, the shaft and the actuator device can expediently form a sliding cam system.
  • the invention also relates to a motor vehicle, in particular a utility vehicle (for example a truck or bus), with a variable valve drive as disclosed herein.
  • a motor vehicle in particular a utility vehicle (for example a truck or bus), with a variable valve drive as disclosed herein.
  • the Figures 1 and 2 show a variable valve drive 10.
  • the variable valve drive 10 has a shaft (camshaft) 12, a sliding cam system 14, a power transmission device 16, a first gas exchange valve 18 and a second gas exchange valve 20.
  • the gas exchange valves 18, 20 can, for example, be inlet valves or outlet valves of a cylinder of an internal combustion engine.
  • the variable valve train 10 can be used to adapt the valve control curves of the first and second gas exchange valves 18, 20.
  • the variable valve drive 10 is assigned to an internal combustion engine (not shown).
  • the internal combustion engine can be included, for example, in a utility vehicle, for example a bus or a truck.
  • the internal combustion engine can have one or more cylinders.
  • the sliding cam system 14 has a cam carrier 22 and an actuator device with a first actuator 24 and a second actuator 26.
  • the cam carrier 22 is non-rotatably and axially displaceable on the shaft 12, for. B. by means of an axial profile of the outer circumference of the shaft 12 and the inner circumference of the cam carrier 22 (for example. Splined shaft connection or splined shaft connection). It is possible that several cam carriers 22 can be arranged on the shaft 12 in order, for example, to actuate gas exchange valves of several cylinders of the internal combustion engine.
  • the cam carrier 22 has four cams 28-31, a first engagement track (shift gate) 32, a second engagement track (shift gate) 34 and a third engagement track 36 (see FIG Figure 3 , not visible in Figure 1 and 2 ) on. As described in detail elsewhere herein, the third engagement track 36 serves in particular as an emergency intervention track in the event that the first actuator 24 fails.
  • the cam carrier 22 together with the shaft 12 forms a camshaft.
  • the shaft 12 with the cam carrier 22 is arranged as an overhead camshaft (OHC).
  • the shaft 12 with the cam carrier 22 can be part of a double overhead camshaft (DOHC) or be provided as a single camshaft (SOHC).
  • DOHC double overhead camshaft
  • SOHC single camshaft
  • the four cams 28-31 can have different cam contours for generating different valve control curves for the gas exchange valves 18, 20.
  • the cams 28-31 can at least partially also be designed as zero lift cams.
  • the different cam contours of the cams 28-31 can be used, for example, to reduce consumption, for thermal management or to implement an engine brake.
  • the second cam 29 is designed as an engine brake cam.
  • An engine braking function by the engine brake cam can be realized, for example, in that an exhaust valve actuated by the engine brake cam is initially kept closed in the compression cycle and / or in the exhaust cycle and then opened. This causes a (double) decompression in the exhaust tract, which brakes the internal combustion engine. The assigned cylinder is not fired.
  • the fourth cam 31 can be designed as a zero lift cam, for example.
  • the four cams 28-31 are arranged offset from one another along a longitudinal axis of the cam carrier 22.
  • the first cam 28 is arranged adjacent to the second cam 29.
  • the third cam 30 is arranged adjacent to the fourth cam 31.
  • the first and second cams 28, 29 are optionally used to actuate the first gas exchange valve 18.
  • the third and fourth cams 30, 31 are optionally used to actuate the second gas exchange valve 20.
  • the cams 28, 29 and 30, 31 are at opposite ends of the cam carrier 22 arranged.
  • additional cams, fewer cams and / or alternative arrangements of the cams may be provided, e.g. B. a central arrangement of the cams on the cam carrier.
  • the actuators 24, 26 can be operated electrically (for example by an electric motor, electromagnetically), pneumatically and / or hydraulically. In the embodiment shown, the actuators are electrically operated (see electrical connections at their upper ends).
  • the sliding cam system 14 can additionally have a locking device (not shown).
  • the locking device can be designed such that it secures the cam carrier 22 axially on the shaft 12 in the desired axial positions.
  • the locking device can, for example, have an elastically prestressed locking body. In a first axial position of the cam carrier 22, the locking body can engage in a first recess of the cam carrier 22 and in a second axial position of the cam carrier 22 it can engage in a second recess of the cam carrier 22.
  • the locking device can be provided in the shaft 12, for example.
  • the force transmission device 16 has a first force transmission element 40, a second force transmission element 41, a lever axis 42 and a plurality of bearing blocks 43.
  • the force transmission elements 40, 41 are rotatably arranged on the lever axis 42, so that they can be pivoted about the lever axis 42.
  • the lever axis 42 is mounted or held in the bearing blocks 43.
  • the shaft 12 is rotatably mounted in the bearing blocks 43.
  • separate bearing blocks can also be provided for the lever axis 42 and the shaft 12.
  • the actuators 24 and 26 are carried by a support device 46 on the lever axis 42.
  • the force transmission elements 40, 41 are designed as rocker arms and the lever axis 42 is thus designed as a rocker arm axis.
  • the force transmission elements 40, 41 it is also possible, for example, for the force transmission elements 40, 41 to be designed as a rocker arm and the lever axis 42 thus as a rocker arm axis.
  • the first force transmission element 40 is used to actuate the first gas exchange valve 18 and the second force transmission element 41 is used to actuate the second gas exchange valve 20.
  • the first force transmission element 40 is used to actuate the first gas exchange valve 18 and the second force transmission element 41 is used to actuate the second gas exchange valve 20.
  • the force transmission elements 40, 41 each have a cam follower 44, 45, for example in the form of a rotatably mounted roller.
  • the cam followers 44, 45 follow a cam contour of the cams 28-31 as a function of an axial position of the cam carrier 22.
  • the first engagement track 32, the second engagement track 34 and the third engagement track 36 are provided in the middle of the cam carrier 22. It is also possible for the engagement tracks to be arranged off-center, e.g. B. end on the cam carrier.
  • the engagement tracks 32, 34 and 36 extend helically (helically) as depressions (grooves or scenes) in the cam carrier 22 around a longitudinal axis of the shaft 12.
  • pins 24A, 26A For the axial displacement of the cam carrier 22, pins 24A, 26A (see FIG Figure 3 ) the actuators 24, 26 selectively engage (engage) in the engagement tracks 32, 34, 36.
  • a pin 24A of the first actuator 24 can selectively engage in the first engagement track 32 for moving the cam carrier 22 from a first axial position to a second axial position.
  • the cam carrier 22 In the Figures 1 to 3 the cam carrier 22 is shown in the second axial position, for example.
  • the pin 24A of the first actuator 24 can only engage in the first engagement track 32 for displacement into the second axial position when the cam carrier 22 is in the first axial position.
  • the pin 26A of the second actuator 26 can in turn selectively engage the second engagement track 34 when the cam carrier 22 is in the second axial position. Then the cam carrier 22 is shifted from the second axial position back to the first axial position (to the right in Figure 3 ).
  • the gas exchange valves 18, 20 are actuated by the second cam 29 and the fourth cam 31.
  • the first gas exchange valve 18 is actuated by the second cam 29 and the second gas exchange valve 20 is actuated by the fourth cam 31.
  • the second cam 29 can be designed as an engine brake cam and the fourth cam 31 as a zero lift cam.
  • An engine braking operation of the internal combustion engine can thus be effected in the first axial position of the cam carrier 22.
  • normal operation of the internal combustion engine can be brought about, for example in the second axial position of the cam carrier 22.
  • the axial displacement of the cam carrier 22 is triggered by the fact that the extended pin 24A, 26A of the respective actuator 24, 26 is stationary with respect to an axial direction of the shaft 12.
  • the displaceable cam carrier 22 is displaced in a longitudinal direction of the shaft 12 due to the helical shape of the engagement tracks 32, 34 when one of the extended pins 24A, 26A engages in the respective engagement track 32, 34.
  • the extended pin 24A, 26A of the respective actuator 24, 26 is guided opposite to the extension direction by the respective engagement track 32, 34 via an extension ramp and is thus retracted or ejected.
  • the pin 24A, 26A of the respective actuator 24, 26 disengages from the respective engagement track 32, 34.
  • the first actuator 24 fails. As a consequence, the first actuator 24 can no longer be used to switch from the first axial position of the cam carrier 22 for engine braking operation to the second axial position of the cam carrier 22 for normal operation. In order to nevertheless enable an axial displacement of the cam carrier 22 from the first axial position to the second axial position, the third engagement track 36 is provided for the second actuator 26. In particular in the event of a malfunction of the first actuator 24, it is still possible to switch to normal operation by means of the second actuator 26.
  • the third intervention track 36 is designed as an emergency intervention track which is expediently only used by the second actuator 26 when the first actuator 24 fails.
  • This can be done, for example, by an in Figure 2 control unit 38 shown schematically can be detected.
  • the control unit 38 can be in communication with the first actuator 24 and the second actuator 26 and, for example, one or more further components of the internal combustion engine, in particular for regulating a speed of the internal combustion engine. It is possible that the control unit 38 controls the first actuator 24 and / or the second actuator 26 directly or indirectly.
  • the third engagement track 36 can also extend at least partially in a helical manner.
  • the third engagement track 36 can in particular be shallower (less deep) and shorter (less long) than the engagement tracks 32, 34.
  • an arc length of the third engagement track in a range between 20 ° NW and 90 ° NW, z. B. between 30 ° NW and 60 ° NW (Cam angle), whereas an arc length of the engagement tracks 32, 34 can be greater, for example between 120 ° NW and 160 ° NW or more.
  • a depth of the third engagement track 36 can be in a range between 2 mm and 3 mm, whereas a depth of the engagement tracks 32, 34 can be greater, for example 3 mm to 6 mm, in particular approx. 4.5 mm.
  • the third engagement track 36 can have a greater slope than the engagement tracks 32, 34.
  • the third engagement track 36 is thus designed to enable a switchover from the first axial position to the second axial position in a comparatively small area, in particular in comparison with the engagement tracks 32, 34. It must be taken into account here that the engagement tracks 32, 34 and 36
  • the cams 28-31 are expediently positioned only in the base circle area, since a switchover between the cams 28-31 can only be possible here.
  • the geometrical adaptations of the third engagement track 36 with respect to the engagement tracks 32, 34 are made possible by the fact that this is only used as an emergency intervention track.
  • the emergency switchover can take place at a comparatively low, predetermined engine speed (and thus camshaft speed). Lower forces act here when the cam carrier 22 is displaced.
  • control unit 38 If the control unit 38 detects, for example, that the first actuator 24 has a malfunction and a downshift from the first axial position to the second axial position is desired, the control unit 38 can increase the engine speed to a predetermined speed, for example an idle speed of 600 rpm, for example , lower. After the pin 26A of the second actuator 26 has crossed or passed an extension section (e.g., extension ramp or ejection ramp) 34A of the second engagement track 34 without being actuated, the second actuator 26 is activated by the control unit 38, for example energized .
  • a predetermined speed for example an idle speed of 600 rpm, for example
  • the pin 26A of the second actuator 26 then moves into the entry section or the entry ramp 36E of the third engagement track 36, which adjoins the extension section 34A of the second engagement track 34 at a small distance, for example in the single-digit NW range (see FIG Figure 3 ). Due to the low rotational speed of the shaft 12, there is sufficient time for engaging in the third engagement track 36.
  • the pin 26A of the second actuator 26 then effects a displacement of the cam carrier 22 from the first axial position in the direction of the second axial position.
  • the pin 26A can be ejected from the third engagement track 36 by means of an ejection section or extension section 36A of the third engagement track 36 before the cam carrier 22 actually reaches the second axial position.
  • the cam carrier 22 moves, so to speak, in a defined free flight up to the second axial position in which it is locked by the locking device (not shown).
  • the cam carrier 22 is thus accelerated by the engagement of the pin 26A in the third engagement track 36 such that it can reach the second axial position in free flight.
  • the acceleration can be selected so that the cam carrier 22 does not strike the corresponding axial stop of the second axial position too strongly in order to prevent too strong a rebound with the consequence that it is impossible to lock in the second axial position.
  • control unit 38 It is possible for the control unit 38 to undertake several attempts until the cam carrier 22 is actually moved into the second axial position by engagement of the pin 26A in the third engagement track 36 and is expediently locked in this.
  • control unit 38 can again allow a higher engine speed.
  • controller 38 can expediently prevent the cam carrier 22 from being displaced again into the first axial position by means of the second actuator 26.
  • a fourth engagement track (not shown in the figures) is provided in the cam carrier 22, by means of which the first actuator 24, for example, in the event of a malfunction of the second actuator 26, an axial displacement of the cam carrier 22 from the second axial position into the can cause first axial position.
  • the fourth engagement track can be designed and used analogously to the third engagement track 36.
  • the invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection.
  • the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to.
  • the features of independent claim 1 are disclosed independently of one another.
  • the features of the subclaims are also independent of all the features of independent claim 1 and, for example, independent of the features relating to the presence, the arrangement and / or the configuration of the shaft, the cam carrier, the power transmission device, the first actuator and / or the second actuator of independent claim 1 disclosed.

Landscapes

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

Claims (15)

  1. Commande de soupapes variable (10), munie en particulier d'un système de cames coulissantes (14), et destinée à un moteur à combustion interne, ladite commande comprenant :
    un arbre (12) ;
    un support de cames (22) qui est déplaçable solidairement en rotation et axialement sur l'arbre (12) et qui comporte une première came (28), une deuxième came (29), une première piste d'engagement (32), une deuxième piste d'engagement (34) et une troisième piste d'engagement (36) ;
    un premier actionneur (24) qui est conçu pour s'engager dans la première piste d'engagement (32) afin de déplacer le support de cames (22) dans un premier sens axial ; et
    un deuxième actionneur (26) qui est conçu pour s'engager dans la deuxième piste d'engagement (34) afin de déplacer le support de cames (22) dans un deuxième sens axial, qui est opposé au premier sens axial, et pour s'engager dans la troisième piste d'engagement (36) afin de déplacer le support de cames (22) dans le premier sens de déplacement.
  2. Commande de soupapes variable (10) selon la revendication 1 :
    un engagement du premier actionneur (24) dans la première piste d'engagement (32) produisant un coulissement du support de came (22) d'une première position axiale à une deuxième position axiale ; et
    un engagement du deuxième actionneur (26) dans la troisième piste d'engagement (36) produisant un coulissement du support de cames (22) de la première position axiale à la deuxième position axiale ; et éventuellement :
    un engagement du deuxième actionneur dans la deuxième piste d'engagement (34) produisant un coulissement du support de cames (22) de la deuxième position axiale à la première position axiale.
  3. Commande de soupapes variable (10) selon la revendication 1 ou la revendication 2 :
    lorsque le deuxième actionneur (26) s'engage dans la troisième piste d'engagement (36), une extrémité d'une portion d'éjection (36A) de la troisième piste d'engagement (36) est atteinte avant que le support de cames (22) n'atteigne la deuxième position axiale ; et/ou
    lorsque le deuxième actionneur (26) s'engage dans la troisième piste d'engagement (36), le support de cames (22) est accéléré de telle sorte que le support de cames (22) se déplace encore plus, notamment en vol libre, jusqu'à la deuxième position axiale après que le deuxième actionneur (26) a été éjecté de la troisième piste d'engagement (36) ; et/ou
    une broche (26A) du deuxième actionneur (26) étant éjectée de la troisième piste d'engagement (36) avant que le support de cames (22) n'atteigne la deuxième position axiale.
  4. Commande de soupapes variable (10) selon la revendication 2 ou la revendication 3 :
    un dispositif de transmission de force (16) établissant dans la première position axiale du support de cames (22) une liaison fonctionnelle entre la deuxième came (29) et la soupape d'échange de gaz (18, 20), et la deuxième came (29) étant conçue comme une came de frein moteur, et/ou
    le moteur à combustion interne fonctionnant dans un mode de freinage moteur dans la première position axiale du support de cames (22).
  5. Commande de soupapes variable (10) selon l'une des revendications précédentes, comprenant en outre :
    une unité de commande (38) qui est conçue pour commander le premier actionneur (24) et/ou le deuxième actionneur (26).
  6. Commande de soupapes variable (10) selon la revendication 5 :
    l'unité de commande (38) étant conçue pour commander le deuxième actionneur (26) pour qu'il s'engage dans la troisième piste d'engagement (36) lorsque le premier actionneur (24) et/ou un coulissement axial effectué par le premier actionneur (24) présente un dysfonctionnement.
  7. Commande de soupapes variable (10) selon la revendication 5 ou la revendication 6 :
    l'unité de commande (38) étant conçue pour réduire et/ou maintenir la vitesse de rotation du moteur à combustion interne au-dessous d'une valeur limite prédéterminée, ou à une valeur limite prédéterminée, avant et/ou pendant qu'elle commande le deuxième actionneur (26) pour qu'il s'engage dans la troisième piste d'engagement (36) ; et/ou
    l'unité de commande (38) étant conçue pour réduire et/ou maintenir une vitesse de rotation du moteur à combustion interne à une vitesse de rotation de ralenti avant et/ou pendant qu'elle commande le deuxième actionneur (26) pour qu'il s'engage dans la troisième piste d'engagement (36).
  8. Commande de soupapes variable (10) selon l'une des revendications 5 à 7 :
    l'unité de commande (38) étant conçue pour commander le deuxième actionneur (26) en plusieurs tentatives successives pour qu'il s'engage dans la troisième piste d'engagement (36) jusqu'à ce que le support de cames (22) coulisse dans la deuxième position axiale.
  9. Commande de soupapes variable (10) selon l'une des revendications 5 à 8 :
    l'unité de commande (38) étant conçue pour empêcher le coulissement axial du support de cames (22) par engagement du deuxième actionneur (26) dans la deuxième piste d'engagement (34) en cas de dysfonctionnement du premier actionneur (24).
  10. Commande de soupapes variable (10) selon l'une des revendications précédentes :
    la longueur, en particulier la longueur d'arc, de la troisième piste d'engagement (36) étant inférieure à la longueur, en particulier la longueur d'arc, de la première piste d'engagement (32) et/ou la longueur, en particulier la longueur d'arc, de la deuxième piste d'engagement (34) ; et/ou
    la longueur, en particulier la longueur d'arc, de la troisième piste d'engagement (36) étant dans une gamme inférieure ou égale à 90° d'angle d'arbre à cames et/ou supérieure ou égale à 20° d'angle d'arbre à cames.
  11. Commande de soupapes variable (10) selon l'une des revendications précédentes :
    la profondeur de la troisième piste d'engagement (36) étant inférieure à la profondeur de la première piste d'engagement (32) et/ou la profondeur de la deuxième piste d'engagement (34) ; et/ou
    la profondeur de la troisième piste d'engagement (36) étant dans une gamme inférieure ou égale à 2 mm et/ou supérieure ou égale à 1 mm.
  12. Commande de soupapes variable (10) selon l'une des revendications précédentes :
    la pente de la troisième piste d'engagement (36) étant supérieure à la pente de la première piste d'engagement (32) et/ou la pente de la deuxième piste d'engagement (34) ; et/ou
    une extension axiale de la troisième piste d'engagement (36) le long d'un axe axial du support de cames (22) étant plus petite qu'une extension axiale de la première piste d'engagement (32) le long de l'axe axial du support de cames (22) et/ou qu'une extension axiale de la deuxième piste d'engagement (34) le long de l'axe axial du support de cames (22) ; et ou
    la troisième piste d'engagement (36) étant dimensionnée pour être plus petite que la première piste d'engagement (32) et/ou la deuxième piste d'engagement (34).
  13. Commande de soupapes variable (10) selon l'une des revendications précédentes :
    un début d'une portion d'entrée (36E), en particulier d'une rampe d'entrée, de la troisième piste d'engagement (36) jouxtant une extrémité d'une portion d'éjection (34A), notamment d'une rampe d'éjection, de la deuxième piste d'engagement (34), notamment dans une direction circonférentielle autour du support de cames (22) .
  14. Commande de soupapes variable (10) selon l'une des revendications précédentes :
    le support de cames (22) comportant une quatrième piste d'engagement ; et
    le premier actionneur (24) étant conçu pour s'engager dans la quatrième piste d'engagement afin de déplacer le support de cames (22) dans le deuxième sens axial ; et/ou
    un engagement du premier actionneur (24) dans la quatrième piste d'engagement produisant un coulissement du support de cames (22) d'une deuxième position axiale du support de cames (22) à une première position axiale du support de cames (22).
  15. Véhicule automobile, en particulier véhicule utilitaire, comprenant une commande de soupapes variable (10) selon l'une des revendications précédentes.
EP19167896.0A 2018-05-04 2019-04-08 Commande de soupape variable Active EP3564502B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018110705.6A DE102018110705A1 (de) 2018-05-04 2018-05-04 Variabler Ventiltrieb

Publications (2)

Publication Number Publication Date
EP3564502A1 EP3564502A1 (fr) 2019-11-06
EP3564502B1 true EP3564502B1 (fr) 2020-12-09

Family

ID=66102543

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19167896.0A Active EP3564502B1 (fr) 2018-05-04 2019-04-08 Commande de soupape variable

Country Status (5)

Country Link
US (1) US10662832B2 (fr)
EP (1) EP3564502B1 (fr)
CN (1) CN110439643B (fr)
BR (1) BR102019009118A2 (fr)
DE (1) DE102018110705A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19611641C1 (de) 1996-03-25 1997-06-05 Porsche Ag Ventiltrieb einer Brennkraftmaschine
US7762225B2 (en) * 2003-10-25 2010-07-27 Audi Ag Valve train of an internal combustion engine comprising at least one camshaft
DE102007037232A1 (de) * 2007-08-07 2009-02-12 Eto Magnetic Gmbh Vorrichtung zur Nockenwellenverstellung einer Brennkraftmaschine
DE102010033087A1 (de) * 2010-08-02 2012-02-02 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb einer Brennkraftmaschine
DE102011004912A1 (de) * 2011-03-01 2012-09-06 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem für Hubkolbenbrennkraftmaschinen zur Hubraumvariation von Gaswechselventilen
DE102011050484B4 (de) 2011-05-19 2023-11-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltrieb einer Brennkraftmaschine und Brennkraftmaschine
DE102013202132A1 (de) * 2013-02-08 2014-08-14 Schaeffler Technologies Gmbh & Co. Kg Schiebenockenaktor mit Abdichtung
DE102013005803A1 (de) * 2013-04-04 2014-10-09 Daimler Ag Ventiltriebvorrichtung für eine Brennkraftmaschine
JP5850202B2 (ja) * 2013-05-17 2016-02-03 マツダ株式会社 多気筒エンジンの動弁装置
DE102014019573A1 (de) * 2014-12-23 2016-06-23 Daimler Ag Ventiltriebvorrichtung für eine Brennkraftmaschine
JP6688132B2 (ja) * 2016-03-31 2020-04-28 本田技研工業株式会社 可変動弁装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
RU2019113002A (ru) 2020-10-26
EP3564502A1 (fr) 2019-11-06
DE102018110705A1 (de) 2019-11-07
BR102019009118A2 (pt) 2019-11-19
CN110439643A (zh) 2019-11-12
US20190338685A1 (en) 2019-11-07
US10662832B2 (en) 2020-05-26
CN110439643B (zh) 2022-10-25

Similar Documents

Publication Publication Date Title
EP3332100B1 (fr) Système de distribution pour un moteur à combustion interne
EP2459849B1 (fr) Dispositif de distribution à soupapes
AT408127B (de) Brennkraftmaschine mit mindestens einer durch eine verstellvorrichtung axial verschiebbaren nockenwelle
DE112004001450B4 (de) Vorrichtung für eine Brennkraftmaschine
EP3444451B1 (fr) Dispositif de transfert d'énergie pour un mécanisme de distribution variable
EP2817494B1 (fr) Dispositif de réglage du mécanisme de distribution d'un moteur à combustion interne
EP3421741B1 (fr) Commande de soupape variable
DE19908286B4 (de) Variable Ventilsteuerung für Brennkraftmaschinen
DE10241920A1 (de) Ventiltrieb für eine Brennkraftmaschine
WO2011026562A1 (fr) Mécanisme de distribution pour soupapes d'échange de gaz d'un moteur à combustion interne comportant des ensembles came axialement déplaçables
EP3434871B1 (fr) Système de cames coulissantes
DE112020000513T5 (de) Doppelmodus-kipphebeleinheit
EP3332099B1 (fr) Distribution pour un moteur à combustion interne
EP3385513A1 (fr) Commande de soupape variable
EP2500533B1 (fr) Moteur à combustion interne doté d'un arbre à came mixte
DE112015002717T5 (de) Ventiltrieb für Motoren
DE102013111476B4 (de) Ventiltrieb einer Brennkraftmaschine
EP3450708B1 (fr) Système de cames coulissantes
EP3564502B1 (fr) Commande de soupape variable
EP3441581B1 (fr) Système de cames coulissantes et procédé de fonctionnement d'un moteur à combustion interne
EP2981688B1 (fr) Dispositif de mécanisme de distribution pour moteur à combustion interne
DE102011116117A1 (de) Ventiltriebvorrichtung für eine Brennkraftmaschine
EP3536917B1 (fr) Mécanisme de soupapes variable pourvu de système de cames coulissantes pour un moteur à combustion interne
DE102005023228A1 (de) Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102004005588A1 (de) Schaltbare Nockenwelle zur Änderung der Nockenerhebungsdauer

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

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

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL 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 RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20200205

RBV Designated contracting states (corrected)

Designated state(s): AL 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 RS SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: F01L 13/00 20060101AFI20200612BHEP

Ipc: F01L 1/18 20060101ALI20200612BHEP

Ipc: F01L 13/06 20060101ALI20200612BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200724

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

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

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL 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 RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1343669

Country of ref document: AT

Kind code of ref document: T

Effective date: 20201215

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502019000498

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210310

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210309

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210309

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210409

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502019000498

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210409

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

26N No opposition filed

Effective date: 20210910

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210408

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20210430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210408

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210409

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210430

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220430

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220430

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20230317

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20190408

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20230421

Year of fee payment: 5

Ref country code: FR

Payment date: 20230421

Year of fee payment: 5

Ref country code: DE

Payment date: 20230427

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20230418

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201209

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20240425

Year of fee payment: 6