EP1766197B1 - Regulateur d'arbre a cames a commande electrique - Google Patents

Regulateur d'arbre a cames a commande electrique Download PDF

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Publication number
EP1766197B1
EP1766197B1 EP05750465.6A EP05750465A EP1766197B1 EP 1766197 B1 EP1766197 B1 EP 1766197B1 EP 05750465 A EP05750465 A EP 05750465A EP 1766197 B1 EP1766197 B1 EP 1766197B1
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EP
European Patent Office
Prior art keywords
motor
adjustment device
auxiliary drive
adjustment
drive
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 - Fee Related
Application number
EP05750465.6A
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German (de)
English (en)
Other versions
EP1766197A1 (fr
Inventor
Jens Schäfer
Mike Kohrs
Martin Steigerwald
Jonathan Heywood
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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
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Publication of EP1766197A1 publication Critical patent/EP1766197A1/fr
Application granted granted Critical
Publication of EP1766197B1 publication Critical patent/EP1766197B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01L1/352—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 bevel or epicyclic gear
    • 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
    • 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
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34473—Lock movement perpendicular to camshaft axis
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/12—Fail safe operation
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/032—Electric motors

Definitions

  • the invention relates to an adjusting device for adjusting the relative angular position of a camshaft with respect to a crankshaft of an internal combustion engine with a trained as a three-shaft transmission adjusting gear, which has a camshaft-fixed drive member has a camshaft fixed output member and an adjusting shaft connected to a Verstellmotors Verstellmotors.
  • the camshaft In order to ensure a safe engine start in a combustion engine with hydraulic or electric camshaft adjustment system, the camshaft must be in the so-called basic or emergency position. This is usually “late” for intake camshafts and “early” for exhaust camshafts. During normal operation of the vehicle, the camshaft is driven regulated when stopping the engine in the respective base position and fixed there or locked.
  • the camshaft In the case of hydraulic camshaft phasing systems with the base position in "late", the camshaft is automatically adjusted to the late base position on the next start of the internal combustion engine and the lack of oil pressure due to the camshaft friction torque, which acts counter to the camshaft rotation direction. If the base position is “early”, the camshaft must adjust to the early base position against the camshaft friction torque in the absence of oil pressure. This is usually done with the aid of a compensating spring which generates a torque directed against the camshaft friction torque.
  • DE 41 10 195 A1 is a device for adjusting the rotational angle position between a camshaft and a crankshaft of an internal combustion engine described with a trained as a three-shaft gearbox Verstellgetriebe having a connected to the crankshaft drive shaft, an output shaft connected to the camshaft and with an adjusting electric motor connected to an adjusting shaft, wherein between Drive and output shaft with stationary adjusting a stationary gear ratio I 0 is present, which determines the gear type (minus or plus gear) and the adjustment of the camshaft in the respective basic or emergency position.
  • the invention is therefore based on the object to provide an adjusting device for adjusting the rotational angle position of a camshaft relative to a crankshaft of an internal combustion engine, which can be adjusted in case of failure of the adjusting motor in any, especially central emergency position. In this, the adjustment must then be kept.
  • the object is achieved in an internal combustion engine with the features of the preamble of claim 1, characterized in that the adjusting device comprises an adjusting motor as the primary adjusting device and an auxiliary drive as a secondary adjusting device, wherein the auxiliary drive, the camshaft upon failure of the adjusting motor in a fixed rotational angular position, an emergency running position , disguised.
  • the auxiliary drive may be formed of active or passive type.
  • a controller, a switch and an actuator are necessary. It is only switched on when needed and thus only absorbs energy. Then the actual deflection with respect to the emergency position is detected, a Directed energy supply derived from the actual deflection and then controlled the emergency position. It is advantageous if the connection is made by the respective operating medium of the auxiliary drive.
  • the auxiliary motor may be a pneumatic motor, which in the normal state is uncoupled from the adjusting shaft by a spring. If, in this case, the adjustment motor failed, then it was switched on by compressed air.
  • a passive auxiliary drive is permanently coupled to the main drive.
  • the basic position of the camshaft corresponds to the state of equilibrium of the three-shaft gear system with the auxiliary drive.
  • energy is then introduced into the auxiliary drive with each rotational angle adjustment from the base position. If the main drive operating against the auxiliary drive then fails, the auxiliary drive sets the rotational angle position of the camshaft in the base position.
  • For a passive auxiliary drive only one actuator is required. On control and switch can be omitted.
  • auxiliary drive An advantage of the active auxiliary drive is that during normal operation, no energy is introduced into the auxiliary drive and thus no repercussions, usually in the form of vibrations done.
  • passive auxiliary drive An advantage of the passive auxiliary drive is its simpler and less expensive implementation. Both auxiliary drives can also be connected to a mixing drive, then carried out in one direction a passive adjustment, which can be done for example by friction, and the adjustment in the opposite direction takes place with the connection of an active system, which then acts only in one direction.
  • the auxiliary drive can basically work in two ways. First, it can act on the adjusting shaft, and the torque support takes place on the sprocket or the camshaft. Then a small moment of the auxiliary drive is required, but he should deliver a high speed. For example, with a typically maximum camshaft adjustment of 30 ° with a reduction of the adjustment mechanism of 1:60 five revolutions of the adjusting necessary.
  • the auxiliary drive can act directly on the sprocket or the camshaft, the torque support then takes place with each other. In this case, a high moment is required. However, friction influences or bearing damage then have a greater influence on the adjusting torque between the camshaft and the sprocket.
  • the auxiliary drive can be realized for example by a torsion spring, a hydraulic motor, a pneumatic motor, an electric auxiliary motor, a brake, a centrifugal motor, a three-shaft gear, a switchable freewheel, a flywheel or by exploiting the moment of inertia of the adjusting itself.
  • auxiliary drive is designed as a torsion spring, this is arranged either between the adjusting shaft and the sprocket or between the sprocket and the camshaft. It can be double-acting or designed as a torsion spring with reduction. This system requires little technical effort, its switching time is design-dependent.
  • the auxiliary drive is designed as a hydraulic motor, it can generate a high torque. Its switching time depends on the viscosity of the working medium necessary for operation, for example oil. This disadvantage is offset by its low reaction both in case of failure and in normal operation, since it can then run without oil. He needs energy only in case of failure. If the auxiliary drive is designed as a pneumatic motor, the dependence of the switching time on the viscosity is eliminated. In the case of failure of the electric motor, however, one accepts a lower efficiency compared with the hydraulic motor.
  • a trained as an electric actuator auxiliary drive this may for example be a run-flat winding or a coupled electric motor, but also a battery or a capacitor, has a short switching time and consumes little energy when needed.
  • the auxiliary drive is designed as a brake, for example in combination with the three-shaft transmission or as a brake pad or as an eddy current brake, it has the same advantages of the electric assist motor with even less reaction to the normal operation.
  • the auxiliary drive can be designed as a centrifugal motor. Then a passive or active system can be realized whose switching times depend on the design and the camshaft speed. There are hardly any repercussions in case of failure, but the reaction increases in normal operation with the speed of the camshaft. This mechanism is ready for use as soon as the drive wheel experiences a certain minimum speed.
  • the intended according to claim 2 arrangement of the auxiliary drive between the input and output part can be spatially seen, but is not limited thereto. Rather, the arrangement relates to the flow of force, as it also results from some of the above-described, particularly advantageous embodiments.
  • the adjusting motor is designed as an electric motor, it is arranged axially in front of the camshaft in the prior art.
  • a trained as a brake winding in the electric motor auxiliary drive is then also arranged axially in front of the camshaft and acts via a three-shaft gear on input and output part.
  • passive systems are characterized by their simplicity in design, but due to the permanent power consumption and output, they have a detrimental effect on normal operation.
  • An active system avoids these disadvantages, but is more complex in design.
  • the emergency stop position can be maintained by three different measures: either by an active control, by a positive connection, this can be done, for example, by means of an axially or radially acting locking pin, which is operated with oil pressure or air pressure or electromagnetically, happen, or by a frictional connection, for example by a switchable freewheel.
  • an overload coupling can be arranged between the latter and the camshaft.
  • This overload clutch may be formed for example as a slip clutch or shear pin.
  • the inventive solution the reliability of the adjustment is substantially increased. There is the possibility to use simply constructed, passive systems or to use active systems with little feedback on the operation.
  • FIG. 1 An embodiment of the invention is in FIG. 1 as an adjusting device 1 with an adjusting mechanism 13 and an adjusting motor 2, which consists essentially of a rotor 8 and a stator 9 is shown. This serves to adjust the angular position between the crankshaft, not shown, and the camshaft 3 of an internal combustion engine.
  • the adjusting mechanism 13 is designed as a three-shaft transmission, with a drive part 4, a driven part 5 and an adjusting 6.
  • the drive member 4 is fixedly connected to a drive wheel 7 and this by means of a gear, not shown, a toothed belt or a toothed chain with the crankshaft.
  • the output member 5 is connected to the camshaft 3 and the adjusting shaft 6 is fixedly connected to the rotor 8 of the adjusting motor 2.
  • the stator 9 of the adjusting motor 2 is firmly connected to the cylinder head 10 and stands still.
  • the camshaft 3 has a basic or emergency running position, which must be achieved for a safe start and a limited operation. When the adjustment motor 2 is intact, this also succeeds after a stalling of the internal combustion engine without auxiliary drive 11 (FIG. FIG. 2 ), since the adjusting motor 2, the camshaft 3 adjusted when the engine is stationary or during the restart in the base position. Without auxiliary drive 11 but a regulation of the angular position with defective adjustment motor 2 is no longer possible.
  • FIG. 2 shows a formed as a flywheel 12 auxiliary drive 11, which is arranged directly on the adjusting shaft 6 and thus firmly connected to the adjusting motor 2.
  • the drive wheel 7 is thus on the one hand with the adjusting shaft 6 to the other with the camshaft 3 in operative connection.
  • the flywheel 12 can be integrated to save space in the adjustment device 1, wherein it is particularly advantageous to arrange the mass as far as possible from the axis of rotation in order to use a minimum of mass for a given moment of inertia can.
  • the rotor 8 of the adjusting motor 2 is already of great mass, it may be possible to dispense with an extra flywheel 12 if the rotor 8, which can also act as a torque store, has a sufficiently high torque.
  • FIG. 3a a trained as a double-acting torsion spring 14 auxiliary drive 11 is shown. It acts between the camshaft 3 and the drive wheel 7. The base position is then formed by the angle of rotation between the camshaft position and the drive wheel position, in which a moment equilibrium exists without the action of the adjusting motor 2.
  • the electric adjusting motor 2 changes the balance and thus deflects the torsion spring 14. If then the adjusting motor 2 fail, the torsion spring 14 relaxes from the deflection in its rest position.
  • the torsion spring 14 itself can be single or double acting.
  • FIG. 3b a spring 18 between the drive wheel 7 and adjusting 6 is arranged. The torque is then transmitted by means of a reduction 15 of the adjusting shaft 6, otherwise corresponds to the functional mechanism of the FIG. 3a ; In particular, a single-acting spring 18 or a helical spring can also be used here.
  • FIG. 4 represents an adjustment device 1 with an auxiliary drive 11, which is designed as a pneumatic motor 16.
  • the housing 20 of the pneumatic motor is rotatably connected with its chambers with the drive wheel 7, the pneumatic motor rotor 21 is rotatably connected to the adjusting shaft 6.
  • the pneumatic motor 16 as an active drive either permanently assumes its function or, as in the case of the passive auxiliary drives, merely adjusts the adjusting device 1 into the base position, which is then locked by a locking unit 19 (FIG. FIG. 9 ) remains fixed.
  • Any forms of embodiment of the pneumatic motor 16 would be, for example, a lamellar or a gear motor.
  • auxiliary drive 11 may also be designed as a hydraulic motor 17, wherein it is particularly expedient to use a roller-cell pump, an internal gear pump or a flow pump.
  • FIGS. 5a and 5b represent a centrifugal motor 22 which consists essentially of a ring gear 23 with a link 24 which are mounted on the drive wheel 7 so that it can rotate relative to this.
  • the ring gear 23 is connected via a planet 25, which is arranged on a fixedly connected to the drive wheel 7 web shaft 26, with a arranged on the adjusting shaft 6 sun gear 27 in Wirkübertragungsharm.
  • a barrel sleeve 28 is guided with a mass 30 fixedly connected thereto, which is guided simultaneously in a slot 29, wherein the slot is integrated into the drive wheel 7 and extends radially.
  • a running sleeve 28 may also be arranged a sliding block.
  • the gate 24 may in principle be of any desired shape, provided that it does not run exactly in the radial direction and corresponds to the base position of the device of the barrel sleeve position, radially farthest from the center of the ring gear 23 is removed. Particularly advantageous is a parabolic or V-shaped design of the gate 24th
  • the centrifugal motor 22 is ready as soon as the drive wheel 7 has reached a minimum speed.
  • the adjusting motor 2 initiates a rotational angle adjustment, it rotates via the adjusting shaft 6 and the sun gear 27, the drive wheel 7.
  • the ring gear 23 is rotated, whereby the mass 30 is pulled over the gate radially inward ( FIG. 5b ).
  • the mass 30 moves due to the centrifugal force in the outermost position.
  • the power flow is reversed, and the adjusting device 1 is moved to the base position. There, the adjusting device 1 optionally with a locking unit 19 (FIG. FIG. 9 ) are locked.
  • the auxiliary drive 11 is designed as a brake 31, wherein it is in FIG. 5a is a built-in the electric motor 31 brake. It can be designed, for example, as a short-circuit brake winding, and thus decelerate the adjusting motor 2 via induction. Another possibility would be a separate winding, which can serve as emergency run winding 35.
  • the brake 31 can also be arranged externally ( FIG. 6b ), for example, as arranged on the adjusting disc brake disk 32, which is braked in the event of failure via brake blocks 33, which are confirmed hydraulically or electromagnetically. Other possible embodiments of the brake 31 are band, disc or shoe brakes.
  • the brake 31 can act directly on the driven part 5 and thus on the camshaft 3 or indirectly, for example, to a shaft which is connected via a coupling with the adjusting shaft.
  • FIGS. 7a and 7b show the trained as an electric motor 34 auxiliary drive 11, wherein the rotor is formed by the rotor of the adjusting motor 2.
  • a separate winding is designed as a run-flat winding 35.
  • the supply of energy to the electric motor 34 is ensured either by capacitors 36 or by an external network 37.
  • a battery can also be used.
  • a drive via a belt or a chain can be done.
  • FIG. 7c it becomes clear that the electric motor 34 can also be realized as an external component.
  • FIG. 8 shows the adjusting device 1 with an adjusting motor 2, wherein an overload clutch 38 between the adjusting motor 2 and the output shaft 5 is arranged. If the adjusting shaft 6 block, the blocking then has no inhibiting influence on the camshaft 3. Conveniently, the auxiliary drive 11 is disposed behind the overload clutch 38 so that the failed variable displacement motor 2 can not counteract the auxiliary drive 11.
  • the overload clutch 38 can be selected as known from the prior art coupling, for example, clutch plates 40, 41 are actuated by a compression spring 39, or it is designed to act magnetically.
  • FIG. 9 shows an example of a possible arrangement of a locking unit 19, which is necessary in the above-mentioned passive systems to fix the rotation angle in case of failure.
  • the locking unit 19 is designed here as a radially acting spring element.
  • the unlocking and locking takes place in this figure via oil pressure, which is supplied via an oil passage 42.
  • the locking unit 19 may utilize the centrifugal force, a magnetic force or the angular momentum of the adjusting shaft to be confirmed.
  • An arrangement of the locking unit 19 in the adjustment can be done both axially and radially.
  • a controlled, either active or passive reset possibility in the base position is made possible by the embodiments of an auxiliary drive 11 according to the invention in case of failure of the adjustment motor 2, so that the internal combustion engine can be safely operated by the fixed rotation angle between the crankshaft and camshaft 3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (14)

  1. Dispositif de réglage (1) pour le réglage de la position relative de l'angle de rotation d'un arbre à cames (3) par rapport à un vilebrequin d'un moteur à combustion interne, qui présente une partie d'entraînement (4) fixée au vilebrequin et une partie de prise de force (5) fixée à l'arbre à cames, le dispositif de réglage (1) présentant un moteur de réglage (2) à entraînement électrique en tant que dispositif de réglage primaire et un entraînement auxiliaire (11) en tant que dispositif de réglage secondaire, l'arbre à cames (3), en cas de panne du moteur de réglage (2), pouvant être déplacé par le biais de l'entraînement auxiliaire (11) dans une position d'angle de rotation fixe, une position de secours, caractérisé en ce qu'après l'obtention de la position de secours, une unité de verrouillage (19) établit une liaison par engagement par correspondance de forme entre la partie d'entraînement (4) et la partie de prise de force (5), l'unité de verrouillage (19) étant réalisée sous forme de goupille à action axiale ou radiale, de clavette, de cône ou de bille, l'unité de verrouillage (19) étant commandée par voie électromagnétique, hydraulique ou pneumatique.
  2. Dispositif de réglage selon la revendication 1, caractérisé en ce que l'entraînement auxiliaire (11) est disposé entre la partie d'entraînement (4) et la partie de prise de force (5).
  3. Dispositif de réglage selon la revendication 1, caractérisé en ce que l'entraînement auxiliaire (11) est accouplé de manière permanente au moteur de réglage (2) et en cas de panne du moteur de réglage (2), règle l'angle de rotation sans apport d'énergie externe dans la position de secours.
  4. Dispositif de réglage selon la revendication 3, caractérisé en ce que l'entraînement auxiliaire (11) est réalisé sous forme de ressort rotatif à simple ou double effet (14).
  5. Dispositif de réglage selon la revendication 3, caractérisé en ce que l'entraînement auxiliaire (11) est réalisé sous forme de ressort rotatif (14) avec assistance.
  6. Dispositif de réglage selon la revendication 3, caractérisé en ce que l'entraînement auxiliaire (11) est réalisé sous forme de moteur à force centrifuge (22).
  7. Dispositif de réglage selon la revendication 3, caractérisé en ce que le moteur de réglage (2) est réalisé sous forme de moteur électrique et le rotor (8) du moteur électrique forme simultanément l'entraînement auxiliaire (11).
  8. Dispositif de réglage selon la revendication 3, caractérisé en ce que l'entraînement auxiliaire (11) est réalisé sous forme de volant d'inertie (12).
  9. Dispositif de réglage selon la revendication 1, caractérisé en ce que le dispositif de réglage (1) présente un mécanisme de réglage (13) réalisé sous forme de mécanisme à trois arbres, et en ce que l'entraînement auxiliaire (11) est réalisé sous forme de frein (31) qui vient en prise sur l'un des organes du mécanisme à trois arbres.
  10. Dispositif de réglage selon la revendication 9, caractérisé en ce que le frein (31) est réalisé sous forme de disque disposé dans le moteur de réglage (2).
  11. Dispositif de réglage selon la revendication 1, caractérisé en ce que l'entraînement auxiliaire (11) est réalisé sous forme de moteur auxiliaire électrique (34) ou sous forme d'enroulement de secours (35).
  12. Dispositif de réglage selon la revendication 11, caractérisé en ce que l'alimentation en énergie du moteur auxiliaire électrique (34) ou de l'enroulement de secours (35) s'effectue par le biais de condensateurs (36), d'un réseau externe (37), d'une batterie, d'une chaîne ou d'une courroie.
  13. Dispositif de réglage selon la revendication 1, caractérisé en ce qu'un accouplement de surcharge (38) est disposé entre le moteur de réglage (2) et la partie de prise de force (5).
  14. Dispositif de réglage selon la revendication 13, caractérisé en ce que l'accouplement de surcharge (38) est réalisé sous forme d'accouplement à glissement ou de goupille de cisaillement.
EP05750465.6A 2004-07-10 2005-06-15 Regulateur d'arbre a cames a commande electrique Expired - Fee Related EP1766197B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004033522A DE102004033522A1 (de) 2004-07-10 2004-07-10 Nockenwellenversteller mit elektrischem Antrieb
PCT/EP2005/006387 WO2006005406A1 (fr) 2004-07-10 2005-06-15 Regulateur d'arbre a cames a commande electrique

Publications (2)

Publication Number Publication Date
EP1766197A1 EP1766197A1 (fr) 2007-03-28
EP1766197B1 true EP1766197B1 (fr) 2013-08-14

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Application Number Title Priority Date Filing Date
EP05750465.6A Expired - Fee Related EP1766197B1 (fr) 2004-07-10 2005-06-15 Regulateur d'arbre a cames a commande electrique

Country Status (6)

Country Link
US (1) US7597075B2 (fr)
EP (1) EP1766197B1 (fr)
JP (1) JP2008506070A (fr)
CN (1) CN100529362C (fr)
DE (1) DE102004033522A1 (fr)
WO (1) WO2006005406A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021105281A1 (de) 2021-03-04 2022-09-08 Schaeffler Technologies AG & Co. KG Elektromechanischer Nockenwellenversteller und Verfahren zum Betrieb eines Nockenwellenverstellers

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DE102004033894B4 (de) * 2004-07-14 2009-02-12 Daimler Ag Nockenwellenverstelleinrichtung
DE102004038171A1 (de) * 2004-08-06 2006-03-16 Daimlerchrysler Ag Vorrichtung zum Verstellen einer Nockenwelle sowie Verfahren zum Betreiben einer Vorrichtung zum Verstellen einer Nockenwelle
EP1832719A4 (fr) * 2004-09-01 2010-10-13 Nittan Valva Dispositif de variation de phase de moteur
DE102005023006B4 (de) * 2005-05-19 2019-05-23 Daimler Ag Nockenwellenverstelleinrichtung
DE102006007584A1 (de) * 2006-02-18 2007-08-30 Schaeffler Kg Nockenwellenversteller mit einem Überlagerungsgetriebe
KR20090074161A (ko) * 2006-09-19 2009-07-06 팀켄 컴퍼니 연속 캠샤프트 위상 변환 장치
WO2009067789A1 (fr) * 2007-11-26 2009-06-04 Magna Powertrain Inc. Arbre à cames concentrique avec entraînement de phase électrique
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WO2006005406A1 (fr) 2006-01-19
CN1985070A (zh) 2007-06-20
US20080053389A1 (en) 2008-03-06
US7597075B2 (en) 2009-10-06
CN100529362C (zh) 2009-08-19
DE102004033522A1 (de) 2006-02-09
JP2008506070A (ja) 2008-02-28

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