EP2855864B1 - Procédé permettant de faire fonctionner un mécanisme de distribution d'un moteur à combustion interne et mécanisme de distribution correspondant - Google Patents

Procédé permettant de faire fonctionner un mécanisme de distribution d'un moteur à combustion interne et mécanisme de distribution correspondant Download PDF

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Publication number
EP2855864B1
EP2855864B1 EP13731289.8A EP13731289A EP2855864B1 EP 2855864 B1 EP2855864 B1 EP 2855864B1 EP 13731289 A EP13731289 A EP 13731289A EP 2855864 B1 EP2855864 B1 EP 2855864B1
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EP
European Patent Office
Prior art keywords
actuator
ejection
cam carrier
voltage
sliding groove
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Application number
EP13731289.8A
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German (de)
English (en)
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EP2855864A1 (fr
Inventor
Johann Graf
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Audi AG
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Audi AG
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Publication of EP2855864A1 publication Critical patent/EP2855864A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control

Definitions

  • the invention relates to a method for operating a valve train of an internal combustion engine having at least one base camshaft, on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided, which is assigned to the axial displacement in a selected from the axial positions target position an actuator, wherein the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp which urges the driver out of the displacement groove until the displacement is completed, and a tension induced in the actuator by the pressure is detected.
  • the invention further relates to a valve train of an internal combustion engine.
  • valve trains are basically known. They are used for internal combustion engines, in which the cycle of gas exchange valves of individual cylinders of the internal combustion engine can be influenced to improve the thermodynamic properties.
  • the at least one cam carrier which may also be referred to as a cam piece, is arranged rotationally fixed and axially displaceable on the base camshaft.
  • the cam carrier is usually associated with a plurality, that is to say at least two, valve actuation cams. Each of these valve actuation cams has an eccentricity which serves to actuate one of the gas exchange valves of the internal combustion engine at a specific rotational angle position of the basic camshaft.
  • valve actuating cam run together with the basic camshaft so that the respective gas exchange valve of the internal combustion engine is actuated at least once per revolution of the basic camshaft by the respective associated valve actuation cam or its eccentricity.
  • the valve actuating cam cooperates preferably with a roller rocker arm of the gas exchange valve by coming into abutting contact with this.
  • valve actuation cams are provided, which may be assigned to different cam groups.
  • the valve actuation cams of a cam group now differ, for example, with regard to the angular position of their eccentricity or the extent of the same in the radial direction (height) and / or in the circumferential direction (length).
  • By axially displacing the cam carrier it can be brought into at least two axial positions, for example into a first and a second axial position. In the first axial position, the gas exchange valve is actuated by a first of the valve actuation cams and in the second by a second valve actuation cam associated with the same cam group.
  • the displacement of the cam carrier in the axial direction takes place, for example, with the aid of an adjusting device which comprises a shift gate on the cam carrier and a stationary actuator, usually in a cylinder head of the internal combustion engine.
  • the actuator has, for example, an extendable driver, which can be brought into engagement with a, in particular helical or spiral, slide track or sliding groove of the shift gate.
  • the slide track is provided on the shift gate, which is assigned to the cam carrier.
  • the shift gate is located on the cam carrier or is at least operatively connected to this for axial displacement.
  • the slide track is preferably formed as a radial groove, which passes through the circumference of the shift gate, so it is formed open-edge in this.
  • the shift gate has so far at least one slide track, in which the driver of the actuator for moving the cam carrier can be introduced.
  • the current position of the cam carrier is referred to below as the actual position and the desired position as the target position.
  • the target position is selected from the possible axial positions of the cam carrier.
  • the actuator is actuated such that the cam carrier is displaced in the direction of the desired position, so that following the displacement, the actual position coincides with the desired position.
  • the actuator is usually only designed to push out the driver in the direction of the sliding groove. He has no means to deploy the driver again from the sliding groove or retract again. For this reason, the sliding groove on the ejection ramp, which is associated with the ejection area.
  • the ejection ramp extends over the entire ejection region, which essentially corresponds to a rotational angle range of the crankshaft of the internal combustion engine.
  • the ejection ramp is now arranged so that it is in the direction of rotation increases in the radial direction, that is, the driver present in the displacement groove completely up to the end of the ejection ramp out of the sliding groove or shifted to its original position.
  • a voltage induced by the pushing out in the actuator is detected.
  • the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when an threshold level is exceeded, an operating signal is generated by the integrated voltage.
  • the ejection region should be assigned the specific rotation angle range, which ideally encompasses the entire ejection region or at least a specific part of the ejection region.
  • the specific rotation angle range corresponds to the rearward 50%, 60%, 70%, 80% or 90% of the ejection range.
  • the induced voltage is integrated.
  • the voltage integrated in this way is compared with the threshold level. In particular, this takes place at or immediately after leaving the rotation angle range by the rotational angular position. If the integrated voltage exceeds the threshold level, the confirmation signal is generated. Otherwise, this does not happen. In this way, the generation of the confirmation signal is extremely reliable.
  • the confirmation signal can be very precise be assigned to the respective ejection area. It can therefore be determined whether the pushing out of the driver from the sliding groove takes place correctly and only after the desired displacement of the cam carrier has been carried out.
  • the threshold level is selected as a function of the vehicle electrical system voltage.
  • the vehicle electrical system voltage is the voltage of the electrical system of a motor vehicle, which is assigned to the internal combustion engine. It is for example 14 volts. In order to be able to reliably detect the integrated voltage, the higher the vehicle electrical system voltage, the higher the threshold level must be.
  • a development of the invention provides that a plurality of displacement grooves are provided on the shift gate, wherein the ejection regions of the displacement grooves are present at different, in particular adjoining or spaced-apart, rotational angle ranges.
  • the method can be used particularly advantageously for switching scenes which have a plurality of displacement grooves.
  • Each of these sliding grooves has its own ejection ramp and therefore its own ejection area.
  • the ejection regions of the ejection ramps now exist in different rotational angle ranges-based on the rotational angle position of the base camshaft-which do not overlap one another. For example, these rotation angle ranges directly adjacent to each other or even spaced from each other, so have no overlap.
  • the rotation angle ranges in which the integration of the voltage for the different ejection ranges is made each other are different from each other. Accordingly, the generated confirmation signal can be reliably assigned to the various shift grooves. Of course, however, a partial overlapping of the ejection regions and thus the rotation angle ranges can be provided.
  • a development of the invention provides that at least two of the displacement grooves intersect.
  • the displacement grooves are designed, for example, as XS grooves. This means that both grooves initially have a parallel course in a first region, then intersect in an intersection region and then again run parallel to one another in a third region.
  • the bottom of a groove (S-groove) is in the radial direction at least partially, but at least in the crossing region, arranged lower than the bottom of the other groove (X-groove).
  • X-groove the distance of the bottom of a rotation axis of the shift gate, at least in the crossing region for the S-groove is less than for the X-groove. Latter For this reason, it has no continuous floor. Rather, this is interrupted in the crossing area by the S-groove.
  • a development of the invention provides that the rotation angle range ends after a rotational angular position at which the driver is pushed out of the sliding groove completely.
  • the ejection region and thus the specific rotation angle range end correspondingly at a rotational angle position at which the driver has been conveyed out of the displacement groove in the radial direction by the ejection ramp.
  • the invention further relates to a valve train of an internal combustion engine, in particular for carrying out the method according to the preceding embodiments, with at least one base camshaft on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided for axial displacement in a selected from the axial positions Target position is associated with an actuator, the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp, which pushes out the driver until completion of the displacement of the Verschiebenut, and wherein an induced by the pushing out in the actuator voltage is detected.
  • the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when a threshold level is exceeded by the integrated voltage an acknowledgment signal is generated.
  • the valvetrain accordingly has means for performing the integration and the generation of the acknowledgment signal.
  • FIG. 1 shows a portion of a valve train of an internal combustion engine, not shown.
  • the valve train has a base camshaft, on which a cam carrier is arranged rotationally fixed, but axially displaceable.
  • a shift gate 2 which has two sliding grooves 3 and 4 in the embodiment shown here.
  • the displacement is carried out with the aid of an actuator 5, which has a driver 6 which can be introduced into one of the displacement grooves 3 and 4.
  • a shift of the shift gate 2 and thus the cam carrier is effected in one or the other direction.
  • the actuator 5 has to displace the driver 6 in the radial direction via a coil 7, while the driver 6 is connected to a permanent magnet 8 displaceable together with it.
  • a housing 9 of the actuator 5 is preferably made of metal.
  • the coil 7 is electrically connectable via a switching element 10 to a power source 11. If this connection is present, the coil 7 generates a magnetic field which urges the permanent magnet 8 in the direction of the shift gate 2, preferably until the permanent magnet 8 reaches an end stop 12.
  • the end stop 12 is preferably made of metal, so that the driver 6 due to the magnetic field generated by the permanent magnet 8 in the in the FIG. 1 indicated position and is applied to the end stop 12.
  • Each of the displacement grooves 3 and 4 now has an ejection ramp (not shown), which displaces or pushes out the drivers 6 after the displacement has been carried out from the displacement groove 3.
  • a distance of a base 13 or 14 of the displacement groove 3 or 4 from a rotation axis 15 of the shift gate 2 or a base camshaft, on which the cam carrier is arranged is preferably steadily greater.
  • the ejection ramps are designed such that the driver 6 is completely displaced from the displacement grooves 3 and 4 after the displacement of the cam carrier.
  • the permanent magnet 8 preferably comes into contact with the coil 7, which, however, is no longer energized.
  • FIG. 2 shows the course of the Verschiebenuten 3 and 4, which are each divided into a first region 17, an intersection region 18 and a third region 19. It can be clearly seen that the two displacement grooves 3 and 4 intersect in the crossing region 18, the base 13 of the displacement groove 3 being made continuous, while the base 14 of the displacement groove 4 is interrupted by the displacement groove 3.
  • the ejection ramps of the displacement grooves 3 and 4 are arranged, for example, in each case in the third region 19, but preferably in mutually different ejection regions.
  • FIG. 3 shows a diagram in which the voltage induced by the coil 7 during the pushing out of the driver 6 is plotted against the crankshaft angle or the rotational angular position of the basic camshaft. Shown are also rotational angle ranges 23 and 24, the former being assigned to the ejection region of the ejection ramp of the displacement groove 3 and the latter to the ejection region of the ejection ramp of the displacement groove 4.
  • the rotation angle ranges 23 and 24 are usually in the in the FIG. 2 shown third area 19 is provided. They preferably directly adjoin one another, which means that the ejection ramps are arranged correspondingly offset.
  • the curves 20 to 22 show exemplary courses of the induced voltage again. It can be seen that the course 20 can be unambiguously assigned to the rotation angle range 23, while this is already doubtful for the course 21 and is not possible for the course 22. It is therefore intended to detect and integrate the induced voltage in the rotation angle ranges 23 and 24. Only when a threshold level is exceeded by the voltage integrated in this way, a confirmation signal is generated, which indicates the successful pushing out of the driver 6 from the respective displacement groove 3 and 4 respectively.
  • FIG. 4 shows analogous to the FIG. 3 a diagram. However, this shows courses 25 and 26 when passing through the sliding groove 4 by the driver 6. Again It is clear that the course 25 is uniquely associated with the rotation angle range 24. Again, this is not clearly possible for the course 26.
  • the FIGS. 3 and 4 In each case additionally the integrated induced voltages are shown, whose sizes are indicated by the broken lines for each rotation angle range 23 and 24 by way of example.
  • a threshold level 27 in the rotation angle range 23 is exceeded. Accordingly, for the shift groove 3, the confirmation signal can be generated.
  • the threshold level is not reached in the rotation angle range 23, but in the rotation angle range 24. Accordingly, the confirmation signal is generated for the shift groove 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Transmission Devices (AREA)

Claims (6)

  1. Procédé de fonctionnement d'un mécanisme de distribution (1) d'un moteur à combustion interne qui présente un arbre à came de base, sur lequel il est prévu au moins un support de came solidaire en rotation et qui peut être déplacé axialement entre au moins deux positions axiales, auquel support de came est affecté un actionneur (5) pour le déplacer axialement dans une position nominale choisie parmi les positions axiales, dans lequel il est affecté au support de came au moins une coulisse de commutation (2), qui coopère avec l'actionneur (5) pour déplacer le support de came, dans lequel l'actionneur (5) présente un entraîneur (6) qui, pour déplacer le support de came, est dégagé de la coulisse de commutation (2) dans la direction d'au moins une rainure de coulissement (3, 4), dans lequel la rainure de coulissement (3, 4) présente dans une zone d'éjection une rampe d'éjection, qui expulse l'entraîneur (6) de la rainure de coulissement (3, 4) jusqu'à la conclusion du déplacement et dans lequel est détectée une tension (U) induite par l'expulsion dans l'actionneur (5), dans lequel la tension induite (U) est intégrée à une certaine plage d'angles de rotation (23, 24), caractérisé en ce que la plage d'angles de rotation (23, 24) est affectée à la zone d'éjection et il est produit un signal de confirmation lors du dépassement d'un niveau de seuil par la tension intégrée.
  2. Procédé selon la revendication 1, caractérisé en ce que le niveau de seuil (27) est choisi en fonction d'une tension de réseau de bord.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il est prévu sur la coulisse de commutation (2) plusieurs rainures de coulissement (3, 4), dans lequel les zones d'éjection des rainures de coulissement (3, 4) se trouvent dans diverses plages d'angles de rotation (23, 24).
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins deux des rainures de coulissement (3, 4) se coupent.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la plage d'angles de rotation (23, 24) se termine dans une position d'angles de rotation dans laquelle l'entraîneur (6) est dégagé complètement de la rainure de coulissement (3, 4).
  6. Mécanisme de distribution (1) d'un moteur à combustion interne pour la réalisation du procédé selon l'une quelconque des revendications précédentes, comprenant au moins un arbre à came de base, sur lequel est prévu au moins un support de came solidaire en rotation et qui peut se déplacer axialement entre au moins deux positions axiales, auquel support est affecté un actionneur (5) pour le déplacer axialement dans une position nominale choisie parmi les positions axiales, dans lequel est affectée au support de came au moins une coulisse de commutation (2), qui coopère avec l'actionneur pour déplacer le support de came, dans lequel l'actionneur (5) présente un entraîneur (6), qui est dégagé de la coulisse de commutation (2) pour déplacer le support de came dans la direction d'au moins une rainure de coulissement (3, 4), dans lequel la rainure de coulissement (3, 4) présente dans la zone d'éjection une rampe d'éjection qui expulse l'entraîneur (6) de la rainure de coulissement (3, 4) jusqu'à la conclusion du déplacement et dans lequel une tension (U) induite par l'expulsion dans l'actionneur (5) est détectée, dans lequel la tension induite (U) est intégrée à une certaine plage d'angles de rotation (23, 24), caractérisé en ce que la plage d'angles de rotation (23, 24) est affectée à la plage d'éjection et il est produit un signal de confirmation lors du dépassement d'un niveau de seuil par la tension intégrée.
EP13731289.8A 2012-06-05 2013-06-05 Procédé permettant de faire fonctionner un mécanisme de distribution d'un moteur à combustion interne et mécanisme de distribution correspondant Active EP2855864B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012011116A DE102012011116A1 (de) 2012-06-05 2012-06-05 Verfahren zum Betreiben eines Ventiltriebs einer Brennkraftmaschine sowie entsprechender Ventiltrieb
PCT/EP2013/001642 WO2013182300A1 (fr) 2012-06-05 2013-06-05 Procédé permettant de faire fonctionner un mécanisme de distribution d'un moteur à combustion interne et mécanisme de distribution correspondant

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EP2855864A1 EP2855864A1 (fr) 2015-04-08
EP2855864B1 true EP2855864B1 (fr) 2016-07-27

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US (1) US9611765B2 (fr)
EP (1) EP2855864B1 (fr)
CN (1) CN104364478B (fr)
DE (1) DE102012011116A1 (fr)
ES (1) ES2587653T3 (fr)
WO (1) WO2013182300A1 (fr)

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Publication number Priority date Publication date Assignee Title
GB2545257A (en) * 2015-12-10 2017-06-14 Gm Global Tech Operations Llc Internal combustion engine comprising a shifting cam system for variable valve actuation
CN105863765A (zh) * 2016-05-18 2016-08-17 宁波圣龙汽车动力***股份有限公司 气门升程可变的滑动式凸轮轴
CN107664047B (zh) * 2016-07-29 2019-11-15 上海汽车集团股份有限公司 发动机凸轮轴调节装置、气门机构及发动机
JP6438987B2 (ja) * 2017-02-17 2018-12-19 本田技研工業株式会社 可変動弁装置
DE102022128376A1 (de) 2022-10-26 2024-05-02 Eto Magnetic Gmbh Verfahren zum Erkennen einer Nockenstückposition eines Ventiltriebs für eine Brennkraftmaschine und Ventiltrieb

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Publication number Priority date Publication date Assignee Title
DE102004012756B4 (de) * 2004-03-15 2006-04-20 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102004030779A1 (de) 2004-06-25 2006-01-19 Audi Ag Verfahren zur Diagnose der Funktionalität einer Ventilhubverstellung einer Brennkraftmaschine
DE102008024086A1 (de) * 2008-05-17 2009-11-19 Daimler Ag Ventiltriebvorrichtung
DE102008029349A1 (de) * 2008-06-20 2009-12-24 Daimler Ag Ventiltriebvorrichtung
DE102009006632B4 (de) * 2009-01-29 2015-12-31 Audi Ag Ventiltrieb einer Brennkraftmaschine sowie Verfahren zum Betreiben einer Brennkraftmaschine
DE202009016619U1 (de) * 2009-02-06 2010-09-23 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb einer Brennkraftmaschine
DE102010013216B4 (de) 2009-04-04 2022-04-28 Schaeffler Technologies AG & Co. KG Ventiltrieb einer Brennkraftmaschine
DE102009016445B4 (de) * 2009-04-04 2022-12-01 Mercedes-Benz Group AG Verfahren für eine Ventiltriebvorrichtung für eine Brennkraftmaschine
DE102010012471A1 (de) 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Stellvorrichtung
DE102010012470A1 (de) 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb einer Brennkraftmaschine
DE102010035186A1 (de) * 2010-08-24 2012-03-01 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb einer Brennkraftmaschine
DE102010035366B4 (de) 2010-08-25 2014-01-02 Audi Ag Verfahren und Vorrichtung zur Diagnose einer Kühlmittelpumpe für eine Brennkraftmaschine

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Publication number Publication date
DE102012011116A1 (de) 2013-12-05
ES2587653T3 (es) 2016-10-26
US9611765B2 (en) 2017-04-04
CN104364478A (zh) 2015-02-18
WO2013182300A1 (fr) 2013-12-12
EP2855864A1 (fr) 2015-04-08
CN104364478B (zh) 2017-04-05
US20150136052A1 (en) 2015-05-21

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