EP1205652B1 - Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle - Google Patents
Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle Download PDFInfo
- Publication number
- EP1205652B1 EP1205652B1 EP00124773A EP00124773A EP1205652B1 EP 1205652 B1 EP1205652 B1 EP 1205652B1 EP 00124773 A EP00124773 A EP 00124773A EP 00124773 A EP00124773 A EP 00124773A EP 1205652 B1 EP1205652 B1 EP 1205652B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- sleeve
- crankshaft
- fluid
- locking
- crankpin
- 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.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
-
- 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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
-
- 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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2173—Cranks and wrist pins
Definitions
- the invention relates to a crankshaft for a reciprocating piston internal combustion engine, containing a crank pin and one on the crank pin with its cylindrical inner surface rotatably mounted eccentric sleeve, the sleeve at least has a locking recess into which a Locking element can intervene to the rotatability of the Sleeve to pick up the crank pin.
- crankshaft of the type mentioned is from the DE 197 03 948 C1 known. Such a crankshaft is used to the compression of a reciprocating internal combustion engine to change that as described below effective length of the connecting rod is shortened or lengthened becomes.
- the connecting rod is in a known manner with its first end hinged to the piston, which is in the cylinder of the Motors moves up and down, and with its second end it is Connecting rod articulated on the crank pin of the crankshaft.
- the linear up and down movement is via the connecting rod of the piston in a continuous rotary motion of the Converted crankshaft.
- DE 197 03 948 C1 Connecting rod with its second end via an intermediate eccentric sleeve mounted on the crank pin.
- the eccentric sleeve has a cylindrical inner surface and an eccentric cylindrical outer surface.
- DE 197 03 948 C1 For actuating the locking element at the end of the connecting rod is from the connecting rod according to DE 197 03 948 C1 independent movable mechanism provided which with an arched stop surface at the edge of the movement space the connecting rod is arranged. It is a big Expansion of the stop surface is necessary, because that End of the connecting rod moves during engine operation and in a switching of the locking element in every possible position must be possible. Accordingly, it results in DE 197 03 948 C1 is a relatively complex, expensive and failure-prone mechanism for actuating the locking element or to change the effective length of the Connecting rod.
- a device of the type mentioned also known from US 5 562 068 can by a first locking mechanism housed in the crank pin, which in a locking recess of the eccentric Sleeve engages, the sleeve fixed relative to the crank pin become.
- a second locking mechanism is provided with which the Sleeve can be locked relative to the connecting rod.
- From US 4 406 256 is a similar locking mechanism known an eccentric sleeve on a crank pin, a hydraulically movable housed in the sleeve Engage the pin in the recesses on the connecting rod can, so the eccentric sleeve relative to the connecting rod to lock.
- crankshaft of the type mentioned at the beginning improve that it can be produced at lower costs and enables reliable operation.
- crankshaft for a reciprocating piston internal combustion engine therefore a crank pin, which is eccentric in the usual way is arranged to the axis of rotation of the crankshaft.
- the crankshaft contains an eccentric sleeve that with its cylindrical inner surface rotatable on the crank pin is stored and the cylindrical outer surface is eccentric to the inner surface. This can be done on the outer surface of the sleeve one end of a connecting rod can be supported, with one Rotation of the sleeve around the crank pin due to the eccentricity the effective length of the connecting rod Stroke radius can be changed.
- the sleeve has at least a locking recess or pocket in which a Locking element can intervene to the rotatability of the Pick up the sleeve and thus close the sleeve on the crank pin lock.
- the sleeve is locked in place the current effective length of the connecting rod.
- the crankshaft also shows the feature that the at least one locking element arranged the crankshaft is and that the crankshaft control means for actuation contains the locking element.
- Locking element is therefore not arranged in the connecting rod, but on or in the crankshaft. This has the advantage that control means for actuating the Locking element also on or in the Crankshaft can be provided where they are manufacturing easier to accommodate and where to put them Interference are protected. Furthermore, are in the room below the connecting rod no complex and bulky additional elements required to operate the locking element.
- the crankshaft according to the invention thus also allows one more compact structure of the engine.
- Invention has the Crankshaft at least one to the outer surface of the crank pin (and thus to the inner surface of the sleeve) leading fluid supply channel on, and the sleeve is like this on its inner surface shaped that the supply of a fluid through the fluid supply channel a torque is generated on the sleeve around the crank pin. That is, effective for a change Length of the connecting rod necessary rotation of the sleeve around the Crank pin through the targeted supply of a fluid over the Fluid supply channel can be actively executed or supported can.
- the crankshaft according to the invention is therefore not on it instructed that the rotation of the sleeve after releasing the lock occurs on its own due to the acting forces, but this rotation can be active and in a predetermined Direction.
- the control means provided in the crankshaft are supply lines for a hydraulic fluid, and the locking elements can be operated hydraulically.
- the crankshaft therefore only need channels for a hydraulic fluid be provided to the pressure-actuated locking elements to lead.
- channels is in the crankshaft enough space, and the arrangement of the Not least because of this, ducts are inexpensive to manufacture, because mostly oil channels in the crankshaft anyway Lubrication of the bearings must be provided.
- the hydraulically operated locking elements can be in known way a displacement for receiving the hydraulic fluid and one by changing the volume of the displacement movable piston included.
- the locking elements are preferably mechanically biased into a rest position which they apply when using a hydraulic (excess) pressure can be moved.
- the rest position of the Locking element can both engage the locking element in the recess of the sleeve as well Retraction of the locking element from the sleeve correspond.
- the too leads to the desired torque when a fluid is supplied there are different options.
- the Have a circular sawtooth shape on their inner surface, the saw teeth running radially.
- the crankshaft has a fluid drain channel which fluid can be removed, which the inner surface of the Sleeve was supplied via the above-mentioned fluid supply channel.
- the fluid is thus in a flow via the fluid supply channel and the inner surface of the sleeve into the fluid drainage channel passed, preferably in a circuit can be performed.
- the fluid On its way between the fluid supply channel and fluid drainage channel, the fluid interacts with the sleeve and calls the desired torque there out.
- the crankshaft preferably contains two offset by 180 ° Crank pin arranged locking elements.
- the order "on the crank pin” means that the locking elements in the crank pin itself or on its edge, the means arranged in the so-called cheeks of the crankshaft are from where they are in the locking recess on the sleeve can intervene.
- the arrangement the recess on the sleeve and the locking elements preferably chosen so that in the locked Positions each the maximum possible or minimum possible effective length of the connecting rod is achieved.
- crankshaft For efficient storage of the supply lines to the locking elements and optionally the fluid supply channel the crankshaft preferably has one along its extension running inner bore in which separate channels are arranged for the above lines.
- Figure 1 is a part of a schematic in a cross section Crankshaft shown.
- the crankshaft is in known way from shaft journal 1, which is concentric to the axis of rotation A of the crankshaft, as well as from eccentric arranged with respect to the axis of rotation A cylindrical crank pin 11.
- the crank pin 11 and the shaft pin 1 are connected via crank webs 13, which by their shape and Material distribution for a symmetrical, balanced weight distribution with respect to the axis of rotation A.
- the one in figure 1 shown section of the crankshaft is for everyone Cylinder of the associated internal combustion engine is provided, wherein the corresponding crank pins, however, relative to each other have an angular offset about the axis of rotation A.
- crank pin 11 Around the crank pin 11 is the end of a connecting rod (not shown) rotatably arranged, the other End of the connecting rod articulated with the piston of the engine connected is.
- the bearing of the connecting rod on the crank pin 11 over an intermediate sleeve 10. This has the special feature on that their cylindrical inner surface with which they are on the crank pin 11 is mounted, opposite the likewise cylindrical Outside surface is offset eccentrically. In the illustration of Figure 1, this is expressed in that the sleeve 10 has a greater thickness in the upper section than in lower cut.
- the locking elements 7 and 14 are provided.
- This Locking elements are arranged in the crankshaft, and in the embodiment according to FIG. 1 in particular in one the cheeks 13, the shaft journal 1 with the crank pin 11 connects.
- the sleeve 10 has the locking elements 7, 14 on it facing edge a recess 8 (see FIGS. 2 and 3), in which the locking elements can engage.
- the situation shown in FIG. 1 intervenes in this Recess 8 the locking element 7 located radially on the outside on. This engagement turns the sleeve 10 around blocked the crank pin 11.
- the opposite second locking element 14 is opposed by a spring Biased direction so that its piston of the sleeve 10 is pulled away. Since the sleeve 10 is only a single one Recess 8 has only one at a time of the two locking elements 7 or 14 engage in them.
- a second piston connected to the first piston via a rod (not shown).
- the second piston can with one Locking element supplied oil pressure are applied whereupon he pulled a pull on the other piston exercises and this with sufficient pressure from its Rufertigung moved out.
- the piston of the outer locking element 7 out of engagement with the recess 8 on the Sleeve 10 are brought so that the sleeve 10 around the Crank pin 11 can rotate.
- the piston then by a corresponding hydraulic pressure in engagement with the recess 8 can be brought.
- the sleeve is 10 in locked in their second position relative to the crank pin 11, whereby the other extremum (in Fig. 1 the minimum) of the effective stroke of the crankshaft is set.
- Locking elements 7 and 14 are operated selectively. In order to can then by rotating the sleeve 10 Compression ratio of the engine according to the engine speed and Adjust engine load.
- FIG 1 another oil channel 3 can be seen, which parallel to channels 2 and 4 along the extension the crankshaft runs.
- This channel 3 is via a line 12 connected to the outer surface of the crank pin 11, so that the bearing surface of the sleeve 10 on the crank pin 11 lubricating oil can be supplied.
- a fluid preferably oil, such as the inner surface of the sleeve 10 is supplied that there is a torque around the axis of the trunnion 11 is generated around.
- This torque can be a desired rotation of the sleeve in its unlocked state support or generate.
- the inner surface of the sleeve 10 is configured in a suitable manner, e.g. by creating a circular sawtooth contour with chambers 9 (see Figures 2 and 3).
- the fluid supplied is via a channel 6 dissipated in the cheek 13 of the crankshaft. Since it is the fluid is preferably a lubricating oil, the Channel 6 ends freely in the outer space of the crankshaft.
- Two independent oil channels are thus integrated in the crankshaft, to separate oil from the bearings and control valves 7, 14 to forward.
- the oil can go through the main bearings the bearing sleeve as well as a cast tube in the Crankshaft are fed to the front of the crankshaft.
- the local connections for the sleeves and the control valves are drilled for every consumer.
- the oil supply at the front of the crankshaft when entering the crankshaft only needs a simple sealing ring be sealed.
- the control valves 7 and 14 are preferred arranged in two longitudinal bores in the crankshaft.
- the control valve 7, 14 is a two-sided piston arrangement with return spring.
- the valve consists of a straight tube with an opening between the pistons.
- the tube improved the arrangement of the valve in the crankshaft.
- a small spigot can be inserted vertically into the tube Cheek, which is the twisting of the tube in the bore prevented.
- the two pistons of a valve are connected by a rod. They are welded, brazed or punched.
- the control of the oil flow to the control valves 7, 14 is preferably carried out via electromagnetic valves.
- the oil pressure is increased by an oil pump or a dual oil pump.
- the sleeve 10 is shown in perspective.
- a radially extending flange of the sleeve can be seen 10, which the semicircular recess 8 as well its inside has a sawtooth shape with asymmetrical Has chambers 9.
- the recess 8 can on a Side have a ramp 16, which over a certain length distributes a constant thinning of the flange to the recess 8 includes.
- the ramp 16 against one another the locking element pressing the flange upon rotation the sleeve 10 axially in over a longer area Move towards the recess so that it is not on one Must snap into place at the moment when the recess 8 faces exactly.
- FIG. 3 shows a top view from viewing direction III of FIG 1.
- a piece of the flange of the sleeve 10 as well to see a partial section through the shaft journal 11.
- the fluid supply channel 12 which is formed in the shaft journal 11 to a chamber 9 on the Inside of the sleeve 10 leads.
- a fluid such as, in particular, an oil via the feed channel 12
- the shape of the chamber 9 in the circumferential direction is asymmetrical Generates pressure which results in a net torque (in FIG 3 counterclockwise, cf. Arrow) leads. If the Sleeve is unlocked, this torque can be an active one Rotation of the sleeve 10 about the crank pin 11 are generated.
- the position of the fluid drainage channel is also shown in broken lines in FIG 6 indicated. This can be done via this channel 6 the supply channel 12 to a chamber 9 supplied fluid a further rotation of the sleeve in the direction of the arrow.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
- Fig. 1
- einen schematischen Querschnitt durch die für die Erfindung wesentlichen Teile einer Kurbelwelle;
- Fig. 2
- eine perspektivische Darstellung der Hülse der Kurbelwelle von Figur 1;
- Fig. 3
- eine Aufsicht auf den Rand der Hülse aus der Richtung III von Figur 1.
Claims (7)
- Kurbelwelle für eine Hubkolbenbrennkraftmaschine, enthaltend einen Kurbelzapfen (11) sowie eine auf dem Kurbelzapfen (11) mit ihrer zylindrischen Innenfläche drehbar gelagerte exzentrische Hülse (10), wobei die Hülse (10) mindestens eine Verriegelungsausnehmung (8) aufweist, in welche ein Verriegelungselement (7, 14) eingreifen kann, um die Drehbarkeit der Hülse (10) um den Kurbelzapfen (11) aufzuheben, und wobei das Verriegelungselement (7, 14) an der Kurbelwelle angeordnet ist und die Kurbelwelle Ansteuerungsmittel (2, 4, 5, 15) für die Betätigung des Verriegelungselementes enthält,
und wobei die Kurbelwelle mindestens einen zur Außenfläche des Kurbelzapfens (11) führenden Fluidzufuhrkanal (3, 12) aufweist, dadurch gekennzeichnet, dass die Hülse (10) an ihrer Innenfläche so geformt ist, dass die Zufuhr eines Fluides über den Fluidzufuhrkanal an der Hülse ein Drehmoment um den Kurbelzapfen erzeugt. - Kurbelwelle nach Anspruch 1,
dadurch gekennzeichnet, dass die Verriegelungselemente (7, 14) hydraulisch betätigbar und die Ansteuerungsmittel Zufuhrleitungen (2, 4, 5, 15) für ein Hydraulikmittel sind. - Kurbelwelle nach Anspruch 2,
dadurch gekennzeichnet, dass die Verriegelungselemente (7, 14) mechanisch in eine Ruheposition vorgespannt sind und bei Anwendung eines hydraulischen Drukkes aus der Ruheposition heraus bewegt werden können. - Kurbelwelle nach einem der Ansprüche 1 bis 3,
dadurch gekennzeichnet, dass die Hülse (10) an ihrer Innenfläche umlaufend eine radiale Sägezahnform aufweist. - Kurbelwelle nach einem der Ansprüche 1 bis 4,
dadurch gekennzeichnet, dass sie einen Fluidabflusskanal (6) aufweist, über welchen Fluid abgeführt werden kann, das der Innenfläche der Hülse über den Fluidzufuhrkanal (3, 12) zugeführt wurde. - Kurbelwelle nach mindestens einem der Ansprüche 1 bis 5,
dadurch gekennzeichnet, dass sie zwei um 180° versetzt am Kurbelzapfen (11) angeordnete Verriegelungselemente (7, 14) enthält, welche alternierend in eine Verriegelungsausnehmung (8) an der Hülse (10) eingreifen können. - Kurbelwelle nach mindestens einem der Ansprüche 1 bis 6,
dadurch gekennzeichnet, dass sie eine entlang der Kurbelwelle verlaufende Innenbohrung aufweist, in welcher separate Kanäle (2, 3, 4) für Zufuhrleitungen zu den Verriegelungselementen (7, 14), für einen Fluidzufuhrkanal (12) oder dergleichen angeordnet sind.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP00124773A EP1205652B1 (de) | 2000-11-14 | 2000-11-14 | Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle |
DE50007398T DE50007398D1 (de) | 2000-11-14 | 2000-11-14 | Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle |
US10/008,205 US6510822B2 (en) | 2000-11-14 | 2001-11-08 | Crankshaft for a reciprocating internal combustion engine |
JP2001347545A JP2002195242A (ja) | 2000-11-14 | 2001-11-13 | 往復動内燃機関用クランクシャフト |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP00124773A EP1205652B1 (de) | 2000-11-14 | 2000-11-14 | Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1205652A1 EP1205652A1 (de) | 2002-05-15 |
EP1205652B1 true EP1205652B1 (de) | 2004-08-11 |
Family
ID=8170361
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00124773A Expired - Lifetime EP1205652B1 (de) | 2000-11-14 | 2000-11-14 | Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle |
Country Status (4)
Country | Link |
---|---|
US (1) | US6510822B2 (de) |
EP (1) | EP1205652B1 (de) |
JP (1) | JP2002195242A (de) |
DE (1) | DE50007398D1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016004131A1 (de) | 2016-04-05 | 2016-12-15 | Daimler Ag | Kurbelwelle für eine Hubkolbenmaschine, insbesondere eines Kraftfahrzeugs |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10309651A1 (de) * | 2003-03-06 | 2004-09-23 | Daimlerchrysler Ag | Hubkolbenmaschine |
US20060020314A1 (en) * | 2004-07-23 | 2006-01-26 | Cardiac Pacemakers, Inc. | Systems and methods for characterizing leads |
DE102010061362B4 (de) * | 2010-12-20 | 2022-12-22 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil |
DE102010061361B8 (de) * | 2010-12-20 | 2022-05-12 | Dr.Ing.H.C. F. Porsche Ag | Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil sowie Verfahren zur Steuerung des Umschaltventils |
EP2907986B1 (de) * | 2014-02-18 | 2017-05-03 | Gomecsys B.V. | Viertakt-Verbrennungsmotor mit variablem Verdichtungsverhältnis |
CN105240070B (zh) * | 2015-10-13 | 2018-07-24 | 宁波高新区金杉新能源科技有限公司 | 一种发动机可变排量正时装置及其运作方式 |
DE102015224907A1 (de) * | 2015-12-10 | 2017-06-14 | Volkswagen Aktiengesellschaft | Brennkraftmaschine |
JP6376170B2 (ja) | 2016-05-02 | 2018-08-22 | トヨタ自動車株式会社 | 可変圧縮比内燃機関 |
JP6601444B2 (ja) * | 2017-03-09 | 2019-11-06 | トヨタ自動車株式会社 | 可変圧縮比機構 |
FR3081525B1 (fr) * | 2018-05-25 | 2020-05-08 | MCE 5 Development | Vilebrequin pour un moteur a rapport volumetrique variable pilote |
US10989108B2 (en) | 2018-07-31 | 2021-04-27 | Ford Global Technologies, Llc | Methods and systems for a variable compression engine |
DE102020002457A1 (de) * | 2020-04-23 | 2020-06-10 | FEV Group GmbH | Pleuel einer Verbrennungskraftmaschine zum Ändern eines Verdichtungsverhältnisses |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4406256A (en) * | 1981-05-22 | 1983-09-27 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Automatic compression adjusting mechanism for internal combustion engines |
JPS61291736A (ja) * | 1985-06-20 | 1986-12-22 | Toyota Motor Corp | 圧縮比可変機構の偏心ベアリングロツク機構 |
DE69108572T2 (de) * | 1990-01-17 | 1995-08-17 | Mitsubishi Motors Corp | Vorrichtung zum Ändern des Kompressionverhältnisses für Brennkraftmaschine. |
DE4226361C2 (de) * | 1992-08-10 | 1996-04-04 | Alex Zimmer | Brennkraftmaschine |
JPH0828314A (ja) * | 1994-07-13 | 1996-01-30 | Honda Motor Co Ltd | 内燃機関の可変圧縮比装置 |
DE19703948C1 (de) | 1997-02-03 | 1998-06-18 | Meta Motoren Energietech | Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine |
-
2000
- 2000-11-14 EP EP00124773A patent/EP1205652B1/de not_active Expired - Lifetime
- 2000-11-14 DE DE50007398T patent/DE50007398D1/de not_active Expired - Lifetime
-
2001
- 2001-11-08 US US10/008,205 patent/US6510822B2/en not_active Expired - Fee Related
- 2001-11-13 JP JP2001347545A patent/JP2002195242A/ja active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016004131A1 (de) | 2016-04-05 | 2016-12-15 | Daimler Ag | Kurbelwelle für eine Hubkolbenmaschine, insbesondere eines Kraftfahrzeugs |
Also Published As
Publication number | Publication date |
---|---|
EP1205652A1 (de) | 2002-05-15 |
US6510822B2 (en) | 2003-01-28 |
JP2002195242A (ja) | 2002-07-10 |
DE50007398D1 (de) | 2004-09-16 |
US20020056340A1 (en) | 2002-05-16 |
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