US20090064952A1 - Valve drive for an internal combustion engine - Google Patents

Valve drive for an internal combustion engine Download PDF

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Publication number
US20090064952A1
US20090064952A1 US11/919,951 US91995107A US2009064952A1 US 20090064952 A1 US20090064952 A1 US 20090064952A1 US 91995107 A US91995107 A US 91995107A US 2009064952 A1 US2009064952 A1 US 2009064952A1
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US
United States
Prior art keywords
cam
camshaft
valve
locking plunger
blind
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
Application number
US11/919,951
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English (en)
Inventor
Jorg Wutzler
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.)
IAV GmbH Ingenieurgesellschaft Auto und Verkehr
Original Assignee
IAV GmbH Ingenieurgesellschaft Auto und Verkehr
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 IAV GmbH Ingenieurgesellschaft Auto und Verkehr filed Critical IAV GmbH Ingenieurgesellschaft Auto und Verkehr
Assigned to IAV GMBH INGENIEURGESELLSCHAFT AUTO UND VERKEHR reassignment IAV GMBH INGENIEURGESELLSCHAFT AUTO UND VERKEHR ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: WUTZLER, JORG
Publication of US20090064952A1 publication Critical patent/US20090064952A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • 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
    • 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
    • F01L13/0015—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

Definitions

  • the invention relates to a valve drive for internal combustion engines with the features indicated in the preamble of claim 1 .
  • a variable valve drive for internal combustion engines is already known from DE 10054623 A1, wherein a cam assembly with at least two different cams is disposed on a camshaft so as to rotate with it.
  • the cam assembly is disposed on the camshaft so as to be axially displaceable by a positioning element in interaction with a slideway.
  • a different cam contour of the cam assembly can be respectively engaged for actuation of the gas-exchange valve.
  • the valve lift and/or the valve control times can be differently adjusted by means of the cam contours that can be differently engaged.
  • a variable valve drive for internal combustion engines wherein the gas-exchange valve is operated with different cam contours for adjustment of the valve lift and/or of the valve control times.
  • one cam is mounted rotatably on the camshaft, and the other cam rigidly on the camshaft.
  • an electronic controller injects pressurized oil into a hydraulic chamber of the fixed cam by way of an isolating valve, and thus displaces corresponding plungers, whereby the fixed cam is coupled positively with the cam mounted rotatably on the camshaft.
  • the cam coupled by means of shape fit actuates the respective gas-exchange valves with relatively large lift, by way of a tappet.
  • the object of the invention is to create a valve drive for an internal combustion engine of the type in question, with which valve lift and/or the valve control times can be adjusted in an additional switching stage, and which is distinguished by a space-saving and simple construction.
  • a valve drive for an internal combustion engine with at least one cam assembly that is axially displaceable on a camshaft and consists of at least two cams provided with different profiles, which selectively actuate at least one gas-exchange valve for adjusting different valve lifts and/or valve control times, one cam is connected to the camshaft so as to rotate with it, and the other cam is mounted rotatably on the camshaft.
  • the cam mounted rotatably on the camshaft can be positively connected to and separated from the cam disposed on the camshaft so as to rotate with it, by way of a controllable pilot and main locking plunger.
  • the non-rotatable cam possesses a larger profile height than the rotatably mounted cam.
  • the larger profile height is designed for a relatively large lift of the gas-exchange valve, whereas the smaller cam profile height is designed for small lift heights.
  • the cam assembly By displacement of the cam assembly, either the cam with the large or the small profile height can be engaged with the gas-exchange valve while the cams are coupled.
  • zero lift of the gas-exchange valve can be adjusted by uncoupling the rotatable cam from the cam disposed on the camshaft so as to rotate with it.
  • the rotatably mounted cam will no longer be driven by the non-rotatable cam and is therefore inactive with regard to the gas-exchange valve.
  • the advantage of the solution according to the invention consists in the fact that, in a switchable cam assembly, the minimal cam in service can be decoupled from the drive and thereby the cam is not in active communication with the gas-exchange valve.
  • this solution one more switching stage for actuation of the valves can be achieved with the same space requirement.
  • the valves can be operated with a maximal and minimal as well as idle lift and/or valve opening times.
  • the cam connected to the camshaft so as to rotate with it can be engaged with and disengaged from the cam mounted rotatably on the camshaft by displacement of the pilot locking plunger.
  • the pilot locking plunger is inserted into a groove-like guide, which is disposed in the base circle of the cam mounted rotatably on the camshaft, thus interlocking the two cams with one another.
  • interlocking takes place by a main locking plunger, which is mounted so as to be controllably displaced in a blind-hole bore in the cam region of the non-rotatable cam.
  • the advantage of providing a pilot locking and a main locking plunger consists in the fact that, by virtue of the groove-like guide disposed over approximately 180°, reliable insertion of the pilot locking plunger during the interlocking operation is achieved. Because the rotatably mounted cam is driven by the pilot locking plunger, the main locking plunger can then snap securely into the bore of the rotatable cam.
  • FIG. 1 shows a schematic diagram of the valve drive drive according to the invention, in section, with interlocked cams,
  • FIG. 2 shows a section z-z according to FIG. 1 ,
  • FIG. 3 shows a section y-y according to FIG. 2 ,
  • FIG. 4 shows a schematic diagram of the valve drive according to the invention, in section, with de-interlocked cams
  • FIG. 5 shows a section z-z according to FIG. 4 .
  • FIG. 6 shows a section y-y according to FIG. 5 .
  • FIG. 1 illustrates a longitudinal section of the valve drive according to the invention.
  • a cam assembly On a camshaft 1 , a cam assembly is disposed so as to be axially displaceable, which consists of cams 2 and 3 as well as 2 ′ and 3 ′.
  • the displacement of the cam assembly which is not subject matter of the solution according to the invention, can take place, for example, in a manner corresponding to that of the device described in DE 100 54 623 A1.
  • cams 2 and 2 ′ as well as 3 and 3 ′, respectively, have an identical cam contour, cams 2 and 2 ′ having a larger profile height compared with cams 3 and 3 ′, for maximum valve lift during full-load operation.
  • Cams 3 and 3 ′ are designed for a smaller lift during part-load operation of the internal combustion engine.
  • cams 2 and 2 ′ are connected to camshaft 1 so as to rotate with it, whereas cams 3 and 3 ′ are mounted rotatably on camshaft 1 .
  • Cam 3 or 3 ′ can be coupled with and uncoupled from cam 2 or 2 ′, respectively, by way of a pilot locking plunger 16 ; 16 ′ and a main locking plunger 6 , 6 ′.
  • the pilot locking plunger 16 ; 16 ′ is mounted so as to be displaceable in a blind-hole bore 17 ; 17 ′, which is disposed in the region of the base circle 14 ; 14 ′ of the cam 2 ; 2 ′, preferably in the peripheral region of it.
  • the groove-like guide 8 ; 8 ′ extends over approximately 180° in the region of the base circle 15 ; 15 ′ of the cam 3 ; 3 ′.
  • the displacement of the pilot locking plunger 16 ; 16 ′ in the direction of the groove-like guide 8 ; 8 ′ takes place in a manner so as to be regulated, by means of oil pressure of the pressurized circulating lubricating-oil system of the internal combustion engine, from the control-oil duct 11 c in a position according to FIG. 3 .
  • a supply duct which is in communication with a bore 12 running in the longitudinal direction of the camshaft 1 , opens into the blind-hole bore 17 ; 17 ′.
  • the blind-hole bore 17 ; 17 ′ is therefore in communication with a control-oil duct 11 c disposed in the bearing 5 of the camshaft 1 , by way of a radial duct branched off from the bore 12 .
  • the pressurized-oil supply to the control-oil ducts 11 a; b and c takes place by way of isolating valves that can be regulated, which are not shown.
  • Oil pressure is continuously admitted to the lubricating-oil duct 11 a, the control-oil duct 11 b is supplied with connectable and disconnectable oil pressure for de-interlocking the cams 3 and 3 ′, and the control-oil duct 11 c is also supplied with connectable and disconnectable oil pressure for interlocking the cams 3 and 3 ′.
  • a spring 18 ; 18 ′ which acts against the oil pressure acting to displace the pilot locking plunger 16 ; 16 ′ in the direction of the groove-like guide 8 ; 8 ′, is disposed at the bottom of the pilot locking plunger 16 ; 16 ′.
  • the main locking plunger 6 ; 6 ′ is displaceably mounted in a blind-hole bore 20 ; 20 disposed in the region of the cam 2 or 2 ′, respectively.
  • the controlled displacement of the main locking plunger 6 ; 6 in the direction of the cam 3 ; 3 ′ takes place by means of a spring 7 ; 7 ′ disposed between the bottom of the main locking plunger 6 ; 6 ′ and the bottom of the blind-hole bore 20 ; 20 ′, and also by means of the oil pressure of the pressurized circulating lubricating-oil system of the internal combustion engine, which can be regulated, from the control-oil duct 11 c.
  • the blind-hole bore 20 ; 20 ′ in the region of the cam 2 ; 2 ′ is in communication, by way of a radial duct, a groove 9 ; 9 ′, an axial duct 12 disposed in the camshaft 1 , and a further radial duct disposed in the camshaft 1 , with a control-oil duct 11 c disposed in the bearing 5 .
  • the blind-hole bore 13 ; 13 ′ is in communication with a control-oil duct 11 b of the controllable pressurized-oil supply, by way of a radial bore 10 ; 10 ′ disposed in the camshaft 1 , the axial duct 4 disposed in the camshaft 1 , and a further radial duct disposed in the camshaft 1 , in a position according to FIG. 4 .
  • valve drive for internal combustion engines is the following:
  • the cam assembly on the camshaft 1 was displaced by the positioning device, which is not shown, in such a way that the two cams 2 ; 2 ′ provided with the larger cam profile are engaged with the inlet valves by way of corresponding cam followers.
  • the cam 3 ; 3 ′ mounted rotatably on the camshaft 1 is connected, with shape fit, with the cam 2 ; 2 ′ disposed on the camshaft 1 so as to rotate with it.
  • a corresponding oil pressure bears on the bottom of the pilot locking plunger 16 ; 16 ′, which pressure has displaced the pilot locking plunger 16 ; 16 ′ into the groove-like guide 8 ; 8 ′ of the cam 3 ; 3 ′.
  • the pilot locking plunger 16 ; 16 ′ bears on the outer boundary of the guide 8 ; 8 ′, as viewed in the direction of rotation of the camshaft 1 .
  • the main locking plunger 6 ; 6 ′ was partly displaced into the blind-hole bore 13 ; 13 ′ of the cam 3 ; 3 ′, and so shape-fit contact between the cam 3 ; 3 ′ and the cam 2 ; 2 ′ exists by way of the locking plunger 6 ; 6 ′.
  • the cam assembly on the camshaft 1 is displaced by way of the positioning device, in such a way that the two cams 3 ; 3 ′ provided with the smaller cam profile are engaged with the inlet valves by way of corresponding cam followers. Because of the interlocking of the cam 3 ; 3 ′ with the cam 2 ; 2 ′, the cam 3 ; 3 ′ is driven by the camshaft 1 . Interlocking is maintained, according to FIG. 3 , by way of the control-oil duct 11 c.
  • FIGS. 4 , 5 and 6 show the valve drive according to the invention in the de-interlocked condition, in the respective three sectional diagrams.
  • cam interlock By means of appropriate construction of the oil-control ducts or provision of valves within the control-oil circuit, it is possible to de-interlock the cams 3 or 3 ′ separately and independently from one another.
  • the layout of the cam interlock can also be constructed in such a way that the described switching is executed only on one cam 3 or 3 ′.
  • FIGS. 1 , 2 and 3 show the valve drive according to the invention in the interlocked condition, in the respective three sectional diagrams.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
US11/919,951 2006-03-15 2007-03-09 Valve drive for an internal combustion engine Abandoned US20090064952A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006012386A DE102006012386B3 (de) 2006-03-15 2006-03-15 Ventiltrieb für eine Brennkraftmaschine
DE102006012386.7 2006-03-15
PCT/DE2007/000437 WO2007104287A2 (de) 2006-03-15 2007-03-09 Variable ventiltrieb für eine brennkraftmaschine

Publications (1)

Publication Number Publication Date
US20090064952A1 true US20090064952A1 (en) 2009-03-12

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US11/919,951 Abandoned US20090064952A1 (en) 2006-03-15 2007-03-09 Valve drive for an internal combustion engine

Country Status (5)

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US (1) US20090064952A1 (de)
EP (1) EP2181250A2 (de)
KR (1) KR20080104227A (de)
DE (1) DE102006012386B3 (de)
WO (1) WO2007104287A2 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100288217A1 (en) * 2008-01-23 2010-11-18 Thomas Stolk Valve drive train arrangement
US20110180027A1 (en) * 2008-06-16 2011-07-28 Michael Hartlieb Valve Train for Gas Exchange Valves of an Internal Combustion Engine Having a Double-Supported Cam Carriers
JP2013234601A (ja) * 2012-05-08 2013-11-21 Toyota Motor Corp 可変動弁装置
CN103732867A (zh) * 2011-08-02 2014-04-16 奥迪股份公司 内燃机的配气机构、内燃机以及用于制造相应的配气机构的方法
JP2014163315A (ja) * 2013-02-26 2014-09-08 Mazda Motor Corp エンジンの動弁装置
US20170292417A1 (en) * 2015-03-13 2017-10-12 Bayerische Motoren Werke Aktiengesellschaft Camshaft Having a Decompression Device
WO2018162601A1 (de) * 2017-03-09 2018-09-13 Thyssenkrupp Presta Teccenter Ag Nockenwelle mit geschmiertem schiebestück
US20190128153A1 (en) * 2016-03-31 2019-05-02 Honda Motor Co., Ltd. Lubricating structure of variable valve train

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011117244B4 (de) * 2011-10-27 2023-08-10 Mercedes-Benz Group AG Ventiltrieb für eine Brennkraftmaschine
DE102015117920B4 (de) * 2015-10-21 2023-01-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Nockenwellenanordnung bei einer Brennkraftmaschine
DE102016217146A1 (de) 2016-09-08 2018-03-08 Volkswagen Aktiengesellschaft Variable Nockenwellensteuerung
DE102020208231A1 (de) 2020-07-01 2022-01-05 Volkswagen Aktiengesellschaft Gleitlager mit Schmiermittelkanal und mit mindestens drei axialen Schiebestellungen
KR102395512B1 (ko) 2020-07-16 2022-05-09 제이엔티(주) 자체 안전제동 전동기 구동 노약자 보행보조장치

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4886022A (en) * 1988-01-06 1989-12-12 Mazda Motor Corporation Engine valve driving apparatus
US5253622A (en) * 1993-02-17 1993-10-19 Bornstein Motor Company, Inc. Cam phase change mechanism
US5345898A (en) * 1992-08-29 1994-09-13 Dr. Ing. H.C.F. Porsche Ag Valve operating mechanism for an internal-combustion engine
US5664463A (en) * 1993-03-03 1997-09-09 Amborn; Peter Camshaft assembly with shaft elements positioned one inside the other and method of producing same
US5862783A (en) * 1998-03-12 1999-01-26 Lewis; Henry E. Variable angle camshaft
US20050034694A1 (en) * 2000-10-23 2005-02-17 Transtar Pacific Limited Variable duration valve timing camshaft

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Publication number Priority date Publication date Assignee Title
DE10054623A1 (de) * 2000-11-03 2002-05-08 Audi Ag Vorrichtung zum Umschalten zumindest eines Nockenpaketes
DE10148179B4 (de) * 2001-09-28 2015-09-24 Schaeffler Technologies AG & Co. KG Ventiltrieb mit Ventilhubumschaltung für die Gaswechselventile eines 4-Takt-Verbrennungsmotors
DE102004021376A1 (de) * 2004-04-30 2005-12-08 Audi Ag Ventiltrieb einer Brennkraftmaschine mit mindestens einer Nockenwelle
DE102004022832B4 (de) * 2004-05-08 2020-03-26 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltrieb für eine Brennkraftmaschine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4886022A (en) * 1988-01-06 1989-12-12 Mazda Motor Corporation Engine valve driving apparatus
US5345898A (en) * 1992-08-29 1994-09-13 Dr. Ing. H.C.F. Porsche Ag Valve operating mechanism for an internal-combustion engine
US5253622A (en) * 1993-02-17 1993-10-19 Bornstein Motor Company, Inc. Cam phase change mechanism
US5664463A (en) * 1993-03-03 1997-09-09 Amborn; Peter Camshaft assembly with shaft elements positioned one inside the other and method of producing same
US5862783A (en) * 1998-03-12 1999-01-26 Lewis; Henry E. Variable angle camshaft
US20050034694A1 (en) * 2000-10-23 2005-02-17 Transtar Pacific Limited Variable duration valve timing camshaft

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8387579B2 (en) * 2008-01-23 2013-03-05 Daimler Ag Valve drive train arrangement
US20100288217A1 (en) * 2008-01-23 2010-11-18 Thomas Stolk Valve drive train arrangement
US20110180027A1 (en) * 2008-06-16 2011-07-28 Michael Hartlieb Valve Train for Gas Exchange Valves of an Internal Combustion Engine Having a Double-Supported Cam Carriers
US9103243B2 (en) * 2008-06-16 2015-08-11 Audi, Ag Valve train for gas exchange valves of an internal combustion engine having a double-supported cam carriers
US9255496B2 (en) * 2011-08-02 2016-02-09 Audi Ag Valve train of an internal combustion engine, an internal combustion engine, and a method for producing a corresponding valve train
CN103732867A (zh) * 2011-08-02 2014-04-16 奥迪股份公司 内燃机的配气机构、内燃机以及用于制造相应的配气机构的方法
US20140174389A1 (en) * 2011-08-02 2014-06-26 Audi Ag Valve train of an internal combustion engine, an internal combustion engine, and a method for producing a corresponding valve train
JP2013234601A (ja) * 2012-05-08 2013-11-21 Toyota Motor Corp 可変動弁装置
JP2014163315A (ja) * 2013-02-26 2014-09-08 Mazda Motor Corp エンジンの動弁装置
US20170292417A1 (en) * 2015-03-13 2017-10-12 Bayerische Motoren Werke Aktiengesellschaft Camshaft Having a Decompression Device
US10400640B2 (en) * 2015-03-13 2019-09-03 Bayerische Motoren Werke Aktiengesellschaft Camshaft having a decompression device
US20190128153A1 (en) * 2016-03-31 2019-05-02 Honda Motor Co., Ltd. Lubricating structure of variable valve train
US10858970B2 (en) * 2016-03-31 2020-12-08 Honda Motor Co., Ltd. Lubricating structure of variable valve train
WO2018162601A1 (de) * 2017-03-09 2018-09-13 Thyssenkrupp Presta Teccenter Ag Nockenwelle mit geschmiertem schiebestück

Also Published As

Publication number Publication date
WO2007104287A3 (de) 2007-11-01
EP2181250A2 (de) 2010-05-05
DE102006012386B3 (de) 2007-08-30
WO2007104287A2 (de) 2007-09-20
KR20080104227A (ko) 2008-12-02

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AS Assignment

Owner name: IAV GMBH INGENIEURGESELLSCHAFT AUTO UND VERKEHR, G

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:WUTZLER, JORG;REEL/FRAME:020147/0640

Effective date: 20071024

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION