EP1370749B1 - Device for adjusting the angle of rotation of a camshaft of an internal combustion engine with regard to a drive gear - Google Patents

Device for adjusting the angle of rotation of a camshaft of an internal combustion engine with regard to a drive gear Download PDF

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Publication number
EP1370749B1
EP1370749B1 EP02710050A EP02710050A EP1370749B1 EP 1370749 B1 EP1370749 B1 EP 1370749B1 EP 02710050 A EP02710050 A EP 02710050A EP 02710050 A EP02710050 A EP 02710050A EP 1370749 B1 EP1370749 B1 EP 1370749B1
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EP
European Patent Office
Prior art keywords
vanes
camshaft
webs
pressure
combustion engine
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
Application number
EP02710050A
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German (de)
French (fr)
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EP1370749A1 (en
Inventor
Gerold Sluka
Edwin Palesch
Alfred Trzmiel
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.)
Dr Ing HCF Porsche AG
Hilite Germany GmbH
Original Assignee
Dr Ing HCF Porsche AG
Hydraulik Ring GmbH
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.)
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Publication date
Application filed by Dr Ing HCF Porsche AG, Hydraulik Ring GmbH filed Critical Dr Ing HCF Porsche AG
Publication of EP1370749A1 publication Critical patent/EP1370749A1/en
Application granted granted Critical
Publication of EP1370749B1 publication Critical patent/EP1370749B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force

Definitions

  • the invention relates to a device for relative rotational angle adjustment of a camshaft of an internal combustion engine to a drive wheel according to the preamble of the main claim.
  • the frictional resistance between the drive wheel and impeller (rotor) can be significantly reduced. This achieves a fast, low-wear and reliable adjustment of the desired intake and exhaust times for the valves of the internal combustion engine.
  • the pressurization to the two provided in a side wall of the rotor blades pressure chambers takes place in an advantageous manner via an opening which is in communication with the pressure chambers adjacent to the wings.
  • the pressure oil supply for adjusting the inner part or rotor can be used simultaneously for pressurizing the pressure chambers provided in the rotor blades. Additional pressure lines for the supply of the pressure chambers are therefore not required.
  • FIG. 2 schematically indicates the camshaft of an internal combustion engine, at the free end of an inner part, hereinafter referred to as rotor 4, an adjusting unit 5 is arranged.
  • the rotor 4 is provided in this embodiment with five radially arranged wings 6a to 6e, which emanate from a hub 8 of the rotor 4.
  • the rotor 4 is in the region of its wings 6 a to 6 e of a cellular 10th comprises, which is provided with five inwardly projecting radial webs 12a to 12e.
  • the stator 10 of the adjusting unit 5 forming the cellular wheel 10 is completed on its the camshaft 2 facing end side of a sprocket 14 which is guided rotatably and sealingly on the hub 8 of the rotor 4.
  • the sprocket 14 serves as a drive for the camshaft 2, which takes place for example via a drive chain connected to the crankshaft.
  • the opposite end face of the cellular wheel 10 is closed by a disc 16, wherein the sprocket 14 and the disc 16 are fixedly connected via fastening screws 18 with the cellular wheel 10.
  • the through holes 20 provided in the webs 12a to 12e in the cellular wheel 10 serve to receive or guide these fastening screws 18.
  • five cells bounded by the sprocket 14 and the disk 16 in the axial direction are formed. which are divided by the wings 6a to 6e of the rotor 4 in each case two pressure chambers 22a to 22e and 24a to 24e.
  • the rotor 4 and the rotatably guided on this feeder 10 are fixed by means of a cylinder screw (not shown) to the camshaft 2.
  • the hub 10 has a central bore 26.
  • a signal transmitter disk 30 is fixed to the outside of the rotor 4, with the aid of which the rotational position position of the camshaft 2 relative to the crankshaft can be detected.
  • the five arranged in the hub 8 of the rotor 4 axial bores 32a to 32e represent a part of the oil supply channels for the pressure chambers 24a to 24e.
  • the pressure chambers 22a to 22e are also arranged in the hub 8 radially extending bores (not shown) with hydraulic oil provided.
  • the hydraulic oil supply for the two pressure chambers 22a to 22e or 24a to 24e takes place via a camshaft bearing 34 to which corresponding control lines for the oil pressure supply of the adjusting unit 5 are connected.
  • the adjacent to the sprocket 14 side wall 36 and adjacent to the disc 16 side wall 38 of the wings 6a to 6e each have two a pressure chamber forming recess 40 and 42, both of which are separated by a central web 44.
  • the pressure chambers 40 are connected via a channel 46 with the pressure chambers 22a to 22e and the pressure chambers 42 via a channel 48 with the pressure chambers 24a to 24e in connection.
  • the two chambers 40 and 42 which are each formed on one side face of the wings 6a to 6e, extend essentially over the entire side face.
  • a pressure cushion is built up alternately in the pressure chambers 40 and 42, which contributes to reducing the friction between the vanes 6a to 6e and the adjacent sprocket 14 and side cover 16.
  • the pressure chambers 22a to 22e are applied with hydraulic oil. Via the pressure chambers 22a to 22e, the hydraulic oil passes via the channels 46 into the pressure chambers 40, in which a corresponding pressure cushion is built up.
  • the pressure chambers 24a to 24e are supplied with hydraulic oil in an analogous manner. In this case, the hydraulic oil passes through the pressure chambers 24a to 24e and the channels 48 in the pressure chambers 42, so that in this adjustment direction in the side region of the wings 6a to 6e, a friction-reducing pressure pad is formed.

Description

Die Erfindung betrifft eine Vorrichtung zur relativen Drehwinkelverstellung einer Nockenwelle einer Brennkraftmaschine zu einem Antriebsrad nach der Gattung des Hauptanspruchs.The invention relates to a device for relative rotational angle adjustment of a camshaft of an internal combustion engine to a drive wheel according to the preamble of the main claim.

Aus der DE 197 45 908 A1 ist ein sog. Flügelzellen - Nockenwellenversteller bekannt, bei dem an den Stirnseiten der Rotorflügel Ausnehmungen vorgesehen sind, in denen rollenförmige Wälzkörper Aufnahme finden. Diese Wälzkörper dienen zur Reduzierung der Reibkräfte zwischen dem Antriebsrad und dem Flügelrad (Rotor), wobei sich die Wälzkörper auf der einen Seite direkt in der Ausnehmung und auf der anderen Seite direkt an der Innenwand des Antriebsrades abstützen. Darüber hinaus wird in einer abgewandelten Ausführungsform vorgeschlagen, einen zur freien Stirnseite des Rotorflügels führenden Kanal mit Drucköl zu beaufschlagen, um ebenfalls die Reibkräfte zwischen Antriebsrad und Flügelrad zu reduzieren.From the DE 197 45 908 A1 is a so-called vane - known camshaft adjuster, in which on the end faces of the rotor blades recesses are provided, in which roller-shaped rolling elements are receiving. These rolling elements serve to reduce the frictional forces between the drive wheel and the impeller (rotor), wherein the rolling elements are supported on one side directly in the recess and on the other side directly on the inner wall of the drive wheel. In addition, it is proposed in a modified embodiment, to apply a leading to the free end of the rotor blade channel with pressure oil, also to reduce the frictional forces between the drive wheel and impeller.

Es ist Aufgabe der Erfindung, eine gattungsgemäße Vorrichtung zur relativen Drehwinkelverstellung einer Nockenwelle zu ihrem Antriebsrad dahingehend zu verbessern, dass die zwischen Antriebsrad und Flügelrad erzeugte Reibleistung weiter reduziert ist.It is an object of the invention to improve a generic device for the relative rotational angle adjustment of a camshaft to its drive wheel to the effect that the friction power generated between the drive wheel and impeller is further reduced.

Diese Aufgabe wird erfindungsgemäß durch die Merkmale des Hauptanspruchs gelöst.This object is achieved by the features of the main claim.

Durch die in den Seitenwänden der Rotorflügel vorgesehenen Druckkammern kann aufgrund der damit reduzierten Reibflächen der Reibwiderstand zwischen Antriebsrad und Flügelrad (Rotor) erheblich reduziert werden. Damit wird eine schnelle, verschleißarme und sichere Verstellung der gewünschten Einlass- und Auslasszeiten für die Ventile der Brennkraftmaschine erreicht.By provided in the side walls of the rotor blades pressure chambers due to the reduced friction surfaces, the frictional resistance between the drive wheel and impeller (rotor) can be significantly reduced. This achieves a fast, low-wear and reliable adjustment of the desired intake and exhaust times for the valves of the internal combustion engine.

Weitere Vorteile und vorteilhafte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen und der Beschreibung.Further advantages and advantageous developments of the invention will become apparent from the dependent claims and the description.

Die Druckbeaufschlagung zu den beiden in einer Seitenwand der Rotorflügel vorgesehenen Druckkammern erfolgt in vorteilhafter Weise über jeweils ein Öffnung, die mit den an den Flügeln angrenzenden Druckräumen in Verbindung steht. Damit kann die Druckölzufuhr zur Verstellung des Innenteils bzw. Rotors gleichzeitig zur Druckbeaufschlagung der in den Rotorflügeln vorgesehenen Druckkammern genutzt werden. Zusätzliche Druckleitungen für die Versorgung der Druckkammern sind daher nicht erforderlich.The pressurization to the two provided in a side wall of the rotor blades pressure chambers takes place in an advantageous manner via an opening which is in communication with the pressure chambers adjacent to the wings. Thus, the pressure oil supply for adjusting the inner part or rotor can be used simultaneously for pressurizing the pressure chambers provided in the rotor blades. Additional pressure lines for the supply of the pressure chambers are therefore not required.

Ein Ausführungsbeispiel der Erfindung ist in der nachfolgenden Beschreibung und Zeichnung näher erläutert.An embodiment of the invention is explained in more detail in the following description and drawings.

Es zeigen:

Fig. 1
einen Schnitt durch einen Nockenwellenversteller,
Fig. 2
eine Schnitt entlang der Linie II - 11 in Fig. 1,
Fig. 3
eine vergrößerte Darstellung eines Rotorflügels,
Fig. 4
einen Schnitt entlang der Linie IV - IV in Fig. 3 und
Fig. 5
eine Ansicht auf die Stirnseite eines Rotorflügels im zusammengebauten Zustand des Nockenwellenverstellers.
Show it:
Fig. 1
a section through a phaser,
Fig. 2
a section along the line II - 11 in Fig. 1 .
Fig. 3
an enlarged view of a rotor blade,
Fig. 4
a section along the line IV - IV in Fig. 3 and
Fig. 5
a view of the front side of a rotor blade in the assembled state of the camshaft adjuster.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In der Zeichnung ist mit 2 schematisch die Nockenwelle einer Brennkraftmaschine angedeutet, an deren freien Ende ein Innenteil, im folgenden als Rotor 4 bezeichnet, einer Verstelleinheit 5 angeordnet ist. Der Rotor 4 ist in diesem Ausführungsbeispiel mit fünf radial angeordneten Flügeln 6a bis 6e versehen, die von einer Nabe 8 des Rotors 4 ausgehen. Der Rotor 4 wird im Bereich seiner Flügel 6a bis 6e von einem Zellenrad 10 umfasst, das mit fünf nach innen ragenden radialen Stegen 12a bis 12e versehen ist. Das den Stator der Verstelleinheit 5 bildende Zellenrad 10 wird auf seiner der Nockenwelle 2 zugewandten Stirnseite von einem Kettenrad 14 abgeschlossen, das drehbeweglich und dichtend auf der Nabe 8 des Rotors 4 geführt ist. Das Kettenrad 14 dient als Antrieb für die Nockenwelle 2, der beispielsweise über eine mit der Kurbelwelle verbundene Antriebskette erfolgt. Die gegenüberliegende Stirnseite des Zellenrades 10 wird von einer Scheibe 16 verschlossen, wobei das Kettenrad 14 und die Scheibe 16 über Befestigungsschrauben 18 mit dem Zellenrad 10 fest verbunden sind. Die in den Stegen 12a bis 12e im Zellenrad 10 vorgesehenen Durchgangsbohrungen 20 dienen der Aufnahme bzw. der Führung dieser Befestigungsschrauben 18. Durch die Stege 12a bis 12e des Zellenrades 10 werden fünf durch das Kettenrad 14 und die Scheibe 16 in axialer Richtung begrenzte Zellen ausgebildet, die durch die Flügel 6a bis 6e des Rotors 4 in jeweils zwei Druckräume 22a bis 22e bzw. 24a bis 24e unterteilt sind. Der Rotor 4 und das auf diesem drehbar geführte Zellenrad 10 sind mit Hilfe einer Zylinderschraube (nicht dargestellt) an der Nockenwelle 2 befestigt. Zur Aufnahme der Zylinderschraube weist die Nabe 10 eine zentrale Bohrung 26 auf.In the drawing, 2 schematically indicates the camshaft of an internal combustion engine, at the free end of an inner part, hereinafter referred to as rotor 4, an adjusting unit 5 is arranged. The rotor 4 is provided in this embodiment with five radially arranged wings 6a to 6e, which emanate from a hub 8 of the rotor 4. The rotor 4 is in the region of its wings 6 a to 6 e of a cellular 10th comprises, which is provided with five inwardly projecting radial webs 12a to 12e. The stator 10 of the adjusting unit 5 forming the cellular wheel 10 is completed on its the camshaft 2 facing end side of a sprocket 14 which is guided rotatably and sealingly on the hub 8 of the rotor 4. The sprocket 14 serves as a drive for the camshaft 2, which takes place for example via a drive chain connected to the crankshaft. The opposite end face of the cellular wheel 10 is closed by a disc 16, wherein the sprocket 14 and the disc 16 are fixedly connected via fastening screws 18 with the cellular wheel 10. The through holes 20 provided in the webs 12a to 12e in the cellular wheel 10 serve to receive or guide these fastening screws 18. By means of the webs 12a to 12e of the cellular wheel 10, five cells bounded by the sprocket 14 and the disk 16 in the axial direction are formed. which are divided by the wings 6a to 6e of the rotor 4 in each case two pressure chambers 22a to 22e and 24a to 24e. The rotor 4 and the rotatably guided on this feeder 10 are fixed by means of a cylinder screw (not shown) to the camshaft 2. To accommodate the cylinder screw, the hub 10 has a central bore 26.

Mit Hilfe von zwei Spannstiften 28 und der Zylinderschraube ist an der Außenseite des Rotors 4 eine Signalgeberscheibe 30 befestigt, mit deren Hilfe die Drehlageposition der Nockenwelle 2 gegenüber der Kurbelwelle erfasst werden kann. Die fünf in der Nabe 8 des Rotors 4 angeordneten axialen Bohrungen 32a bis 32e stellen einen Teil der Ölversorgungskanäle für die Druckräume 24a bis 24e dar. Die Druckräume 22a bis 22e werden ebenfalls über in der Nabe 8 angeordnete radial verlaufenden Bohrungen (nicht dargestellt) mit Hydrauliköl versorgt. Die Hydraulikölversorgung für die beiden Druckräume 22a bis 22e bzw. 24a bis 24e erfolgt über eine Nockenwellenlager 34, an dem entsprechende Steuerleitungen für die Öldruckversorgung der Verstelleinheit 5 angeschlossen sind. Die Art und Weise, wie die Ölzufuhr zu den Druckräumen 22a bis 22e bzw. 24a bis 24e erfolgt, ist z. B. aus der DE 199 39 711 C1 bekannt, so dass auf die genaue Ausbildung der Ölzufuhrkanäle zu den Druckräumen nicht weiter eingegangen wird.With the help of two clamping pins 28 and the cylinder screw a signal transmitter disk 30 is fixed to the outside of the rotor 4, with the aid of which the rotational position position of the camshaft 2 relative to the crankshaft can be detected. The five arranged in the hub 8 of the rotor 4 axial bores 32a to 32e represent a part of the oil supply channels for the pressure chambers 24a to 24e. The pressure chambers 22a to 22e are also arranged in the hub 8 radially extending bores (not shown) with hydraulic oil provided. The hydraulic oil supply for the two pressure chambers 22a to 22e or 24a to 24e takes place via a camshaft bearing 34 to which corresponding control lines for the oil pressure supply of the adjusting unit 5 are connected. The way in which the oil supply to the pressure chambers 22a to 22e and 24a to 24e, for. B. from the DE 199 39 711 C1 known, so that the exact formation of the oil supply channels to the pressure chambers will not be discussed further.

Die an das Kettenrad 14 angrenzende Seitenwand 36 und die an die Scheibe 16 angrenzende Seitenwand 38 der Flügel 6a bis 6e weisen jeweils zwei eine Druckkammer bildende Aussparung 40 und 42 auf, die beide durch einen Mittelsteg 44 voneinander getrennt sind. Die Druckkammern 40 stehen über einen Kanal 46 mit den Druckräumen 22a bis 22e und die Druckkammern 42 über einen Kanal 48 mit den Druckräumen 24a bis 24e in Verbindung. Die beiden auf jeweils einer Seitenfläche der Flügel 6a bis 6e ausgebildeten Kammern 40 und 42 erstrecken sich im wesentlichen über die gesamte Seitenfläche.The adjacent to the sprocket 14 side wall 36 and adjacent to the disc 16 side wall 38 of the wings 6a to 6e each have two a pressure chamber forming recess 40 and 42, both of which are separated by a central web 44. The pressure chambers 40 are connected via a channel 46 with the pressure chambers 22a to 22e and the pressure chambers 42 via a channel 48 with the pressure chambers 24a to 24e in connection. The two chambers 40 and 42, which are each formed on one side face of the wings 6a to 6e, extend essentially over the entire side face.

In Abhängigkeit von der Verstellrichtung wird wechselseitig in den Druckkammern 40 bzw. 42 ein Druckpolster aufgebaut, das zur Reduzierung der Reibung zwischen den Flügeln 6a bis 6e und den daran angrenzenden Kettenrad 14 und Seitendeckel 16 beiträgt. Soll der Rotor 4 gegenüber dem Zellenrad 10 im Uhrzeigersinn (siehe Fig. 1) verstellt werden, so werden die Druckräume 22a bis 22e mit Hydrauliköl beaufschlagt. Über die Druckräume 22a bis 22e gelangt das Hydrauliköl über die Kanäle 46 in die Druckkammern 40, in denen ein entsprechendes Druckpolster aufgebaut wird. Soll der Rotor 4 relativ zum Zellenrad 10 entgegen dem Uhrzeigersinn verstellt werden, so werden in analoger Weise die Druckräume 24a bis 24e mit Hydrauliköl beaufschlagt. Dabei gelangt das Hydrauliköl über die Druckräume 24a bis 24e und die Kanäle 48 in die Druckkammern 42, so dass auch in dieser Verstellrichtung im Seitenbereich der Flügel 6a bis 6e ein reibungsminderndes Druckpolster ausgebildet ist.Depending on the adjustment direction, a pressure cushion is built up alternately in the pressure chambers 40 and 42, which contributes to reducing the friction between the vanes 6a to 6e and the adjacent sprocket 14 and side cover 16. If the rotor 4 with respect to the cellular wheel 10 in a clockwise direction (see Fig. 1 ) are adjusted, the pressure chambers 22a to 22e are applied with hydraulic oil. Via the pressure chambers 22a to 22e, the hydraulic oil passes via the channels 46 into the pressure chambers 40, in which a corresponding pressure cushion is built up. If the rotor 4 is to be adjusted counterclockwise relative to the cellular wheel 10, the pressure chambers 24a to 24e are supplied with hydraulic oil in an analogous manner. In this case, the hydraulic oil passes through the pressure chambers 24a to 24e and the channels 48 in the pressure chambers 42, so that in this adjustment direction in the side region of the wings 6a to 6e, a friction-reducing pressure pad is formed.

Claims (2)

  1. Device for the relative rotational angle adjustment of a camshaft of an internal combustion engine with respect to a drive wheel, having an inner part (4) which is rotationally fixedly connected to the camshaft and which has at least approximately radially running webs or vanes (6a to 6e), and having a driven cellular wheel (10) which has a plurality of cells which are distributed over the periphery and which are delimited by means of webs (12a to 12e) and which are divided by the webs or vanes (6a to 6e) of the inner part (4), which are guided therein in an angularly movable fashion, into in each case two pressure spaces (22a to 22e and 24a to 24e), and when said pressure spaces (22a to 22e and 24a to 24e) are acted on hydraulically with pressure or hydraulically relieved of pressure via control lines, the camshaft can be rotated by means of the webs or vanes between two end positions relative to the cellular wheel (10), with the inner part (4) being laterally delimited by two cover elements (14, 16) which are connected to the cellular wheel, characterized in that, in order to reduce the friction between the vanes (6a to 6e) of the inner part (4) and the cover elements (14, 16), cutouts (40, 42) which form chambers are provided in the side walls (36, 38), which are aligned towards the cover elements (14, 16), of the vanes (6a to 6e), which cutouts (40, 42) are at least partially acted on with hydraulic oil in operation of the internal combustion engine.
  2. Device according to Claim 1, characterized in that two separate chambers (40, 42) are provided in at least one of the two side walls (36, 38) of the vanes (6a to 6e), which chambers (40, 42) are connected by means of in each case one opening (46, 48) to the pressure spaces (22a to 22e and 24a to 24e) which adjoin the vanes (6a to 6e).
EP02710050A 2001-03-14 2002-01-30 Device for adjusting the angle of rotation of a camshaft of an internal combustion engine with regard to a drive gear Expired - Lifetime EP1370749B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10112206 2001-03-14
DE10112206A DE10112206A1 (en) 2001-03-14 2001-03-14 Device for the relative rotation angle adjustment of a camshaft of an internal combustion engine to a drive wheel
PCT/EP2002/000927 WO2002073008A1 (en) 2001-03-14 2002-01-30 Device for adjusting the angle of rotation of a camshaft of an internal combustion engine with regard to a drive gear

Publications (2)

Publication Number Publication Date
EP1370749A1 EP1370749A1 (en) 2003-12-17
EP1370749B1 true EP1370749B1 (en) 2008-02-13

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EP02710050A Expired - Lifetime EP1370749B1 (en) 2001-03-14 2002-01-30 Device for adjusting the angle of rotation of a camshaft of an internal combustion engine with regard to a drive gear

Country Status (5)

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US (1) US6668777B2 (en)
EP (1) EP1370749B1 (en)
JP (1) JP2004518868A (en)
DE (2) DE10112206A1 (en)
WO (1) WO2002073008A1 (en)

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US6883480B1 (en) * 2003-12-19 2005-04-26 Hydraulik-Ring Gmbh Camshaft adjuster for internal combustion engines of motor vehicles
DE102004028868A1 (en) * 2004-06-15 2006-01-05 Ina-Schaeffler Kg Internal combustion engine with a hydraulic device for adjusting the rotational angle of a camshaft relative to a crankshaft
US7243594B2 (en) * 2005-03-03 2007-07-17 Oceaneering International, Inc. Rotary actuator
JP4930791B2 (en) * 2007-12-20 2012-05-16 アイシン精機株式会社 Valve timing control device
DE102009037394B4 (en) 2009-08-13 2020-06-04 Schaeffler Technologies AG & Co. KG Camshaft adjuster
US8555836B2 (en) * 2010-12-10 2013-10-15 Delphi Technologies, Inc. Electric drive camshaft phaser with torque rate limit at travel stops
US9341089B2 (en) 2014-04-04 2016-05-17 RB Distribution, Inc. Camshaft phaser

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SE346145B (en) 1970-05-26 1972-06-26 Uva Ab
DE3024306A1 (en) * 1980-06-27 1982-01-21 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Plain bearing for rocking movement - has pockets in bush either side of portion subject to max. load with pressurised oil connections
US5836276A (en) * 1996-08-09 1998-11-17 Denso Corporation Rotational phase adjusting apparatus having fluid reservoir
DE19708661B4 (en) * 1997-03-04 2005-06-16 Ina-Schaeffler Kg Device for varying the valve timing of an internal combustion engine, in particular camshaft adjusting device according to the vane cell principle
JPH11153009A (en) * 1997-09-16 1999-06-08 Denso Corp Valve timing adjusting device for internal combustion engine
DE19745908B4 (en) 1997-10-17 2004-03-04 Ina-Schaeffler Kg Device for changing the control times of gas exchange valves of an internal combustion engine, the device being designed as a vane adjustment device
JPH11182216A (en) * 1997-12-25 1999-07-06 Unisia Jecs Corp Valve timing control device for internal combustion engine
DE19819995A1 (en) * 1998-05-05 1999-11-11 Porsche Ag Device for the hydraulic rotation angle adjustment of a shaft to a drive wheel
DE19939711B4 (en) 1999-08-21 2015-03-12 Saurer Germany Gmbh & Co. Kg Method and device for detecting foreign bodies in a longitudinally moved thread
JP2000240414A (en) 1999-02-16 2000-09-05 Mitsubishi Electric Corp Vane type hydraulic actuator
JP2001055914A (en) * 1999-08-17 2001-02-27 Unisia Jecs Corp Valve timing control device for internal combustion engine

Also Published As

Publication number Publication date
JP2004518868A (en) 2004-06-24
US6668777B2 (en) 2003-12-30
US20030106512A1 (en) 2003-06-12
DE50211670D1 (en) 2008-03-27
WO2002073008A1 (en) 2002-09-19
DE10112206A1 (en) 2002-09-26
EP1370749A1 (en) 2003-12-17

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