US20040194745A1 - Method for operating an internal combustion engine having two inlet valves - Google Patents

Method for operating an internal combustion engine having two inlet valves Download PDF

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Publication number
US20040194745A1
US20040194745A1 US10/818,406 US81840604A US2004194745A1 US 20040194745 A1 US20040194745 A1 US 20040194745A1 US 81840604 A US81840604 A US 81840604A US 2004194745 A1 US2004194745 A1 US 2004194745A1
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United States
Prior art keywords
valve
lift profile
engine
inlet
primary
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.)
Abandoned
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US10/818,406
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English (en)
Inventor
Patrick Phlips
Ulrich Kramer
Jens Dunstheimer
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.)
Ford Global Technologies LLC
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Individual
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Assigned to FORD MOTOR COMPANY reassignment FORD MOTOR COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DUNSTHEIMER, JENS, KRAMER, ULRICH, PHILIPS, PATRICK J.
Assigned to FORD GLOBAL TECHNOLOGIES, LLC reassignment FORD GLOBAL TECHNOLOGIES, LLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FORD MOTOR COMPANY
Publication of US20040194745A1 publication Critical patent/US20040194745A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D2013/005—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing of throttleless spark ignited engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention is a method for operating an internal combustion engine having a first and a second inlet valve in one cylinder, which are capable of being changed independently between maximum operation and minimum operation.
  • the invention relates, furthermore, to an internal combustion engine for carrying out a method of this type.
  • variable valve control in which the opening durations, closing times, and/or valve stroke of the inlet valves and/or the exhaust valves is adjusted.
  • variable valve control is for the valve control device to have two or three valve opening profiles (referred to briefly below as “valve profiles”), which differ in terms of duration and/or valve stroke.
  • the inlet valves of a cylinder may be equipped in each case with variable valve controls, which are independent of one another, thus allowing a multiplicity of control possibilities for engine operation.
  • the object of the present invention was to provide means for efficient operation of an internal combustion engine having a plurality of inlet valves per cylinder, which can be changed independently of one another between minimum operation and maximum operation.
  • a method operate an internal combustion engine which has at least one cylinder with at least one first and one second inlet valve is disclosed.
  • the first inlet valve is arranged in a primary inlet duct, via which the main quantity of fresh air is supplied
  • the second inlet valve is arranged in a secondary inlet duct, via which a smaller quantity of air for swirling is supplied.
  • the inlet valves are capable of being changed independently from each other between:
  • the shorter valve opening durations in minimum operation preferably are such that they lie completely within the valve opening durations in maximum operation. Moreover, the valve opening duration in minimum operation is preferably shorter than the intake stroke of the internal combustion engine.
  • the method is defined in that, in a basic state, the first inlet valve is used in maximum operation and the second inlet valve in minimum operation.
  • an operating mode in which the first of the inlet valves is used in maximum operation and the other inlet valve is used in minimum operation, serves as a basic state, which is assumed during most of the time of the “normal” driving operation of a motor vehicle, i.e., the most commonly used rotational speed and torque ranges.
  • the advantage of a basic state of this kind, with mixed maximum and minimum operation of the inlet valves, is that this constitutes an optimum starting point both for an increase in power of the internal combustion engine and for a transition to minimum power requirements, for example during idling. Furthermore, owing to the maximum operation of one of the inlet valves, the basic state makes available a certain minimum performance of the internal combustion engine, which ensures a reliable functioning of connected assemblies such as, for example, an alternator, or of pressure pumps, and therefore the controllability of the motor vehicle functions. At the same time, due to the minimum operation of the other inlet valve, an asymmetric air inlet and consequently a high swirling in the cylinder are achieved. This leads to a good mixing of air and fuel and to good combustion.
  • the basic state thus has advantageous properties also with regard to fuel utilization and engine efficiency.
  • the basic state is preferably implemented automatically by the inlet valves in the event of the absence of active (that is to say, energy requiring) control of the inlet valves. That is to say, the basic state is a default state which is assumed automatically in the event of a possible anomaly of valve control owing to the mixing of maximum operation and minimum operation, reliable engine operation is ensured in the basic or default state.
  • the changeover of the inlet valve between minimum operation and maximum operation is brought about by the pressure of the engine oil.
  • the inlet valves are operated in the basic state.
  • the basic state is therefore assumed automatically whenever the available engine oil pressure is insufficient for switching the inlet valves, for example because the engine has been idling for a relatively long time, because there is a high oil temperature or because the oil system is disrupted.
  • a spontaneous increase in power of the internal combustion engine is therefore possible from idling, the increased power subsequently ensuring an increase in the engine oil pressure and thus ensuring the complete switchability of the valve control.
  • the capacity of the inlet valves to change independently of one another is used to operate the engine optimally according to the following.
  • both inlet valves can be used in minimum operation.
  • the air quantity supplied and consequently also the associated fuel consumption are minimum.
  • the operating state of minimum operation of both inlet valves is carried out preferably only in the case of a sufficiently high engine oil pressure or in the case of an engine oil temperature which has not increased, so that the capability of the inlet valves to change over and consequently the transition into another operating state remain possible at any time.
  • both inlet valves are used in maximum operation to provide as much air as possible.
  • the transition from one operating mode to another operating mode of the inlet valves preferably takes place in such a way that only one of the inlet valves changes its type of operation.
  • changes in engine behavior associated with the inlet valve mode change are kept as small as possible, so that they are noticed to the least possible extent by the driver or can be compensated relatively simply by other devices such as a change in the throttle setting, spark timing or in fuel injection.
  • An operating mode change of this kind due to a change in the type of operation of only one inlet valve is implemented in the chain of the above-described operating modes (both inlet valves in minimum operation; basic state; both inlet valves in maximum operation).
  • the valve stroke and/or the valve opening duration of the first inlet valve in minimum operation are/is preferably shorter than the corresponding size when the second inlet valve is in minimum operation.
  • the maximum valve stroke of the first inlet valve in minimum operation may be less than 40%, preferably less than one third, of the maximum valve stroke of the second inlet valve in minimum operation.
  • the valve stroke of the second inlet valve in the minimum operation is preferably less than 40%, particularly less than one third, of the valve stroke of the first inlet valve in the maximum operation.
  • the predominant fraction of the inlet air flows through the first inlet valve with a relatively low flow resistance.
  • considerably less air flows through the second inlet valve, although the corresponding quantity advantageously brings about swirling in the cylinder.
  • the invention relates, furthermore, to an internal combustion engine which contains the following components:
  • variable valve control device which can changeover the inlet valves independently of one another between (a) maximum operation with a larger valve stroke and/or a longer opening duration and (b) minimum operation with a small valve stroke and/or a shorter opening duration.
  • the valve control device may contain, in particular, a camshaft with different inlet cams for minimum operation and maximum operation, between which the changeover can be made.
  • the valve control device is connected to the engine oil system of the internal combustion engine and is designed to change over the inlet valves by means of selective action by an engine oil pressure.
  • the use of the engine oil pressure for switching purposes has the advantage that known hydraulic methods can be adopted.
  • the valve control device is set up to operate the first inlet valve in maximum operation and the second inlet valve in minimum operation when the engine oil pressure lies below a predetermined threshold pressure. This setting thus constitutes a default state which is assumed when, for any reason, the engine oil pressure is not sufficient for changeover operation.
  • FIG. 1 is a graph of valve stroke versus crank angle for inlet and exhaust valves ⁇ an internal combustion engine showing three operating states;
  • FIG. 2 is a graph of the full torque curves in an engine state graph of the torque versus engine rpm for the three operating states of the inlet valve, as illustrated in FIG. 1;
  • FIG. 3 is a schematic of the first and second inlet valves in the port of an internal combustion engine and graphs of the associated types of operation according to the invention of the valves;
  • FIG. 4 is a graph of the full torque curve in an engine state graph of the torque versus engine rpm showing the engine control, according to the present invention, indicating operating mode.
  • FIG. 1 shows diagrammatically the valve profiles of an exhaust valve EX and of an inlet valve IN of the valve stroke H (vertical axis) against crankshaft angle (horizontal axis) where TDC is top dead center and BDC is bottom dead center of piston travel.
  • the inlet valve which is of interest in the present case, is operated by means of a valve control device capable of being changed over between three states 1, 2, 3, so that three valve profiles of the inlet valve are possible:
  • FIG. 2 shows, in an engine state graph of torque, T, of the internal combustion engine versus engine rotational speed, n, the three full torque curves 1 , 2 and 3 for wide open throttle operation for valve operation modes 1 , 2 and 3 , according to FIG. 1.
  • Reduced valve stroke and valve opening duration reduces the achievable torque at all engine speeds.
  • the minimum operation 3 of the inlet valve can be utilized, for example, only in a small region of area around the idling rotational speed n 0 .
  • the intermediate operation 2 of the inlet valve affords the greatest advantages in the range of medium engine rotational speeds and of low torques.
  • maximum operation 1 opens up the entire operating field of the internal combustion engine, but has no advantages with regard to fuel consumption.
  • the minimum operation 3 of the inlet valve is preferable, and, in the event of an actuation of the accelerator pedal by the driver as command for spontaneous acceleration, a rapid changeover into intermediate operation 2 or, if a particularly sharp acceleration were required, even into maximum operation 3 .
  • hydraulically switched valve control devices used conventionally such a valve control leads to problems, since, during idling, engine oil pressure is typically insufficient for changing over the actuators. This is exacerbated by increased oil temperatures such that a sufficient engine oil pressure for changing over the actuators becomes available only at medium engine rotational speeds.
  • valve control device which can change over between (at least) two types of operation of the inlet valves (minimum operation, maximum operation) is desired.
  • FIG. 3 shows the valve device on which the solution according to the invention is based.
  • the upper part of FIG. 3 illustrates a part of a cylinder head of an internal combustion engine with a first inlet valve P and with a second inlet valve S.
  • Fresh air is supplied to the inlet valves via an intake manifold 10 , the intake manifold 10 being divided into a primary inlet duct 11 to the first inlet valve P and a secondary inlet duct 12 to the second inlet valve S.
  • the configuration of the ducts and the inlet valves P, S is preferably such that the air supplied through the second inlet valve S generates swirl in the cylinder to create turbulence to enhance the ensuing combustion of the air and fuel.
  • the two inlet valves are capable of being changed independently of one another between various types of operation with the aid of the engine oil pressure.
  • the lower part of FIG. 3 illustrates these types of operation of the two inlet valves P, S as valve profiles in the graph of the valve stroke H against the crankshaft angle.
  • the two inlet valves P, S have a maximum operation P 1 and S 1 with a large maximum valve stroke and with a long valve opening duration.
  • the valve opening duration is preferably longer than the intake stroke of the internal combustion engine.
  • the valve profiles P 1 and S 1 of the two inlet valves are otherwise similar to one another.
  • the two inlet valves may also be operated in each case in minimum operation P 3 and S 2 .
  • they have very much smaller maximum valve strokes and/or shorter valve opening durations than in maximum operation P 1 or S 1 .
  • the valve opening duration is shorter than the intake stroke of the internal combustion engine.
  • FIG. 3 indicates that
  • the maximum valve stroke is only about one third of the maximum valve stroke of the second inlet valve S in minimum operation S 2 of the latter;
  • the maximum valve stroke of the second inlet valve S in minimum operation S 2 of the latter is only about one third of the maximum valve stroke of the first inlet valve P in maximum operation, P 1 , of the latter.
  • FIG. 4 shows an engine state graph (corresponding to FIG. 2) for the internal combustion engine or valve control discussed above with reference to FIG. 3.
  • P, S inlet valves
  • the P 1 +S 2 combination satisfies, torque, acceleration response and allows for sufficient oil pressure for the valve control device.
  • advantages arise in regards to combustion stability and fuel consumption over double maximum operation P 1 +S 1 .
  • the operating mode P 1 +S 2 is suitable as a basic state or a standard setting not employing engine oil pressure.
  • the basic state, P 1 +S 2 is the “default state,” since this state is assumed in the absence of engine oil pressure (for whatever reasons), and sufficient driveability of the motor vehicle, while providing good fuel efficiency.
  • the second inlet valve S is adjusted to maximum operation, S 1 , to provide a maximum of fresh air.
  • the valve control device changes the second inlet valve S into. maximum operation S 1 , that is, the operating mode changes from P 1 +S 2 to P 1 +S 1 . In the hydraulic valve control device described, this change takes place by pressure upon the inlet camshaft to the second inlet valve S.
  • FIG. 4 a distinction is thus made between three operating modes: the basic state or default operating condition, P 1 +S 2 (achievable without engine oil pressure), the low torque operating state P 3 +S 2 (requires engine oil pressure for the first inlet valve P), and the high torque operating mode P 1 +S 1 (requires engine oil pressure for the second inlet valve S). It is advantageous that, in each operating mode, the use of engine oil pressure is necessary at most for one of the inlet valves.
  • transitions among operating modes is executed by only one of the inlet valves changing.
  • the transitions between the various operating modes, P 3 +S 2 ⁇ P 1 +S 2 ⁇ P 1 +S 1 require not only a valve change, but also adjustment in the throttle valve position and spark timing to ensure a constant torque of the engine through the change.
  • such a transition control is made easier in that only the changeover is of a single inlet valve.
  • a preferred embodiment of the invention thus relates to a method for operating a four-stroke internal combustion engine having two inlet valves, P, S, per cylinder and a corresponding primary inlet duct 11 and secondary inlet duct 12 , each inlet valve P, S being operated by an independent changeover device which provides either a higher and longer valve profile or lower and shorter valve profile, the lower/shorter profile lying completely within the higher/longer valve profile.
  • the changeover among valve profiles is achieved using an engine oil pressure above a threshold value, by means of two independent oil control valves for the first and second inlet valves P, S of a cylinder bank.
  • the first inlet valve, P, of each cylinder is operated with a maximum valve stroke, P 1 , and the second inlet valve, S, with a minimum valve stroke, S 2 , and with a shorter valve opening duration than the intake stroke duration.
  • P 1 maximum valve stroke
  • S 2 minimum valve stroke
  • S 2 minimum valve stroke
  • the maximum valve stroke in minimum operation, S 2 , of the second inlet valve, S is preferably smaller than the maximum valve stroke of the first inlet valve, P, in maximum operation, P 1 , of the latter, so that the predominant fraction of the fresh air supply takes place via the first inlet valve, P.
  • the valve control device for the first inlet valve, P is acted upon by pressure, so that these are changed over to minimum operation, P 3 , with a short valve stroke and a short valve opening duration, which are both smaller than the corresponding sizes in the case of the second inlet valve, S, in minimum operation, S 2 , of the latter.
  • the second inlet valve, S remains without action upon it by pressure and therefore in minimum operation, S 2 .
  • the short valve opening durations of the two inlet valves, P, S reduce the pumping losses in low-torque operation, and the asymmetric valve openings ensure swirls and turbulence in the cylinder to assist combustion.
  • the maximum valve stroke of the first inlet valve, P, in minimum operation, P 3 preferably amounts to one third of the maximum valve stroke of the second inlet valve, S, in minimum operation, S 2 , of the latter, so that, owing to the very much higher flow resistance of the first inlet valve, P, the predominant fraction of the inlet air flows through the second inlet valve. Furthermore, under typical operating conditions of medium engine speed and medium engine torque, but an increased engine oil temperature and therefore a reduced engine oil pressure which is not sufficient for changing over the valve control device, the control device of the two inlet valves, P, S, operate in the basic state P 1 +S 2 . This makes it possible to have full engine torque and at the same time is conducive to obtaining the oil pressure in the rest of the engine.
  • the engine oil pressure is typically not sufficient for changing over the valve control device, so that it likewise remains in the basic state P 1 +S 2 , ensuring the availability of a full engine torque.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
US10/818,406 2003-04-04 2004-04-05 Method for operating an internal combustion engine having two inlet valves Abandoned US20040194745A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP03100895.6 2003-04-04
EP03100895A EP1464813B1 (fr) 2003-04-04 2003-04-04 Méthode d'opération pour moteur à combustion interne avec deux soupapes d'admission

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US20040194745A1 true US20040194745A1 (en) 2004-10-07

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EP (1) EP1464813B1 (fr)
DE (1) DE50309366D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007035305A1 (de) * 2007-07-27 2009-01-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung und Verfahren zur Ladungswechselsteuerung
CN108561231A (zh) * 2017-06-09 2018-09-21 长城汽车股份有限公司 连续可变气门升程机构的控制策略

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007018775B4 (de) 2007-04-20 2020-04-23 Ford Global Technologies, Llc System und Verfahren für adaptive Steuerung von Stößelschalten bei variablem Ventilhub
DE102015117921B4 (de) * 2015-10-21 2024-10-02 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Beeinflussung der Gemischbildung und der Ladungsbewegung bei einer Kolbenbrennkraftmaschine

Citations (7)

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Publication number Priority date Publication date Assignee Title
US4703734A (en) * 1985-03-06 1987-11-03 Nissan Motor Co., Ltd. Multi-valve internal combustion engine
US4724809A (en) * 1984-06-22 1988-02-16 Investment Rarities Incorporated Method and apparatus utilizing valve throttling and charge stratification in the operation of an internal combustion engine
US4759321A (en) * 1985-06-24 1988-07-26 Nissan Motor Co., Ltd. Valve timing arrangement for internal combustion engine having multiple inlet valves per cylinder
US5435276A (en) * 1992-10-09 1995-07-25 Nissan Motor Co., Ltd. Engine cam change-over mechanism
US5558052A (en) * 1994-02-18 1996-09-24 Dr. Ing. H.C.F. Porsche Ag Internal-combustion engine switchable valve tappet
US6435149B2 (en) * 1998-10-06 2002-08-20 Toyota Jidosha Kabushiki Kaisha Variable performance valve train having three-dimensional cam
US6598570B2 (en) * 2000-09-28 2003-07-29 Unisia Jecs Corporation Variable valve system

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JPH0771278A (ja) * 1993-08-31 1995-03-14 Aisin Seiki Co Ltd エンジンのバルブタイミング制御装置
DE19855984A1 (de) * 1998-12-04 2000-06-15 Porsche Ag Ventilsteuerung für eine Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
US4724809A (en) * 1984-06-22 1988-02-16 Investment Rarities Incorporated Method and apparatus utilizing valve throttling and charge stratification in the operation of an internal combustion engine
US4703734A (en) * 1985-03-06 1987-11-03 Nissan Motor Co., Ltd. Multi-valve internal combustion engine
US4759321A (en) * 1985-06-24 1988-07-26 Nissan Motor Co., Ltd. Valve timing arrangement for internal combustion engine having multiple inlet valves per cylinder
US5435276A (en) * 1992-10-09 1995-07-25 Nissan Motor Co., Ltd. Engine cam change-over mechanism
US5558052A (en) * 1994-02-18 1996-09-24 Dr. Ing. H.C.F. Porsche Ag Internal-combustion engine switchable valve tappet
US6435149B2 (en) * 1998-10-06 2002-08-20 Toyota Jidosha Kabushiki Kaisha Variable performance valve train having three-dimensional cam
US6598570B2 (en) * 2000-09-28 2003-07-29 Unisia Jecs Corporation Variable valve system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007035305A1 (de) * 2007-07-27 2009-01-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung und Verfahren zur Ladungswechselsteuerung
DE102007035305B4 (de) * 2007-07-27 2019-10-17 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung und Verfahren zur Ladungswechselsteuerung
CN108561231A (zh) * 2017-06-09 2018-09-21 长城汽车股份有限公司 连续可变气门升程机构的控制策略

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EP1464813A1 (fr) 2004-10-06
EP1464813B1 (fr) 2008-03-12
DE50309366D1 (de) 2008-04-24

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Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:PHILIPS, PATRICK J.;KRAMER, ULRICH;DUNSTHEIMER, JENS;REEL/FRAME:015188/0118;SIGNING DATES FROM 20040220 TO 20040224

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