EP2400121B1 - Dispositif à phase variable pour moteur - Google Patents

Dispositif à phase variable pour moteur Download PDF

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Publication number
EP2400121B1
EP2400121B1 EP09840363.7A EP09840363A EP2400121B1 EP 2400121 B1 EP2400121 B1 EP 2400121B1 EP 09840363 A EP09840363 A EP 09840363A EP 2400121 B1 EP2400121 B1 EP 2400121B1
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EP
European Patent Office
Prior art keywords
rotary drum
clutch case
clutch
engine
grooves
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.)
Not-in-force
Application number
EP09840363.7A
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German (de)
English (en)
Other versions
EP2400121A4 (fr
EP2400121A1 (fr
Inventor
Masaaki Niiro
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.)
Nittan Corp
Original Assignee
Nittan Valve Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nittan Valve Co Ltd filed Critical Nittan Valve Co Ltd
Publication of EP2400121A1 publication Critical patent/EP2400121A1/fr
Publication of EP2400121A4 publication Critical patent/EP2400121A4/fr
Application granted granted Critical
Publication of EP2400121B1 publication Critical patent/EP2400121B1/fr
Not-in-force 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
    • 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
    • F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and 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
    • 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
    • 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
    • F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • 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
    • F01L2001/3522—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 with electromagnetic brake

Definitions

  • This invention relates to a phase-varying apparatus for use with an automobile engine for varying the rotational phase of the camshaft of a valve actuation mechanism relative to its sprocket to thereby change the opening/closing timing of a valve or valves by exerting a braking force of an electromagnetic clutch to the rotary drum operably coupled to the sprocket.
  • phase-varying apparatus Such a type of a phase-varying apparatus has been proposed in EP 1 403 470 A1 and in JPA Laid Open No. 2002-371814 (Pages 4 through 6 and Figs. 1 through 4 ), to which the preamble of claim 1 refers and, in which the camshaft of a valve actuation mechanism is normally rotated in synchronism with a sprocket driven by the crankshaft of the engine via a rotary drum such that when an electromagnetic brake means exerts a braking force to the rotary drum the phase of the camshaft relative to the sprocket is changed.
  • engine oil is introduced between the frictional faces of the friction member of a clutch case and of the rotary drum in frictional contact with the friction member.
  • the oil is introduced from an oil passage formed in the camshaft to the frictional faces through an oil sump provided inside the clutch case and through an oil feeding cut-away formed in the inner circumferential edge of the front end of the clutch case.
  • the phase-varying apparatus disclosed in Patent Document 1 has an electromagnetic clutch constituting a relevant portion of the electromagnetic braking means, which comprises: a generally annular clutch case secured not to rotate about its axis. It has a C-shape transverse cross section and an open end facing the disk face of the rotary drum; an electromagnetic coil accommodated in the clutch case; a plate for holding a friction member (referred to as friction member holding plate) securely fixed to the inside of, and near the open end of, the clutch case; and a flattened frictional member jointed to the friction member holding plate and having a surface slightly projecting from the front end of the inner and outer circumferential walls of the clutch case.
  • the frictional member is made of a fabric that can positively convert the attractive force generated by the electromagnetic clutch into a braking torque that acts on the rotary drum.
  • a phase-varying apparatus for use with an automobile engine, the apparatus including, as defined in claim 1: an outer cylinder subjected to the rotational motion of the crankshaft of the engine; an inner cylinder connected to the camshaft for opening and closing the intake and exhaust valves of the engine and rotatable relative to the outer cylinder; and an intermediate member, disposed between the outer and inner cylinders, for transmitting the rotational motion of the outer cylinder to the inner cylinder, the intermediate member movable in the axial direction thereof to cause a relative rotation of the inner cylinder relative to the outer cylinder to thereby vary the valve timing of the intake and exhaust valves, the phase-varying apparatus characterized in that:
  • the phase-varying apparatus defined in claim 1 may be configured in such a way that the annular clutch case has an outer and an inner circumferential wall together forming a C-shape transverse cross section and a circular groove between the outer and inner circumferential walls, the circular groove adapted to accommodate therein the electromagnetic coil and facing the rotary drum, and the outer circumferential wall provided on one end thereof facing the rotary drum with the grooves, grooves are formed in the front end of the outer circumferential wall facing the rotary drum; a gap is formed between the inner circumferential wall of the clutch case and the rotary drum; and the rotary drum and the clutch case transmits torque to each other via the oil film formed in and around the grooves.
  • a phase-varying apparatus in accord with Claim 1 can provide a large ⁇ without any fabric friction member between the clutch case and the rotary drum.
  • the gap between the inner circumferential wall of the clutch case and the rotary drum can be easily adjusted to adjust the attractive force of the electromagnetic clutch.
  • Fig. 1 shows a longitudinal cross section of a phase-varying apparatus for use with an automobile engine in accordance with a first embodiment of the invention
  • Fig. 2 is a perspective view of the apparatus of Fig. 1 , illustrating the internal structure of the apparatus
  • Fig. 3 is a front view of the apparatus of Fig. 1
  • Fig. 4 is a cross section taken along Line A-A of Fig. 3
  • Fig. 5 is a cross section of a relevant portion of the clutch case in accordance with the first embodiment of the invention
  • Fig. 6 is an enlarged cross section of the clutch case shown in Fig. 5;
  • Fig. 1 shows a longitudinal cross section of a phase-varying apparatus for use with an automobile engine in accordance with a first embodiment of the invention
  • Fig. 2 is a perspective view of the apparatus of Fig. 1 , illustrating the internal structure of the apparatus
  • Fig. 3 is a front view of the apparatus of Fig. 1
  • Fig. 4 is a cross section taken along
  • FIG. 7 shows cross sections of relevant portions of the clutch case and rotary drum in accordance with a second embodiment of the invention
  • Fig. 8 shows cross sections of relevant portions of the clutch case and rotary drum in accordance with a third embodiment of the invention
  • Fig. 9 shows cross sections of relevant portions of the clutch case and rotary drum in accordance with a fourth embodiment of the invention
  • Fig. 10 is a front view of a relevant portion of the clutch case in accordance with the fourth embodiment of the invention
  • Fig. 11 shows cross sections of relevant portions of the clutch case and rotary drum in accordance with a fifth embodiment of the invention
  • Fig. 12 shows cross sections of relevant portions of the clutch case and rotary drum in accordance with a sixth embodiment of the invention.
  • a phase-varying apparatus of the present invention for use with an automobile engine, which is integrally mounted to the engine.
  • the apparatus is used in an engine oil atmosphere.
  • the rotation of the crankshaft is transmitted to the camshaft of the apparatus so as to vary the valve timing (that is, opening/closing timing of the intake and exhaust valves) in accord with the load and rpm of the engine.
  • the phase-varying apparatus has: an outer hollow cylinder 10 serving as a sprocket subjected to the driving force of the crankshaft of the engine; an inner hollow cylinder 20 arranged coaxial with, and rotatable relative to, the outer cylinder 10, and constituting a part of the camshaft 2 of the apparatus, an intermediate member 30 arranged between, and in helical spline engagement with, the outer cylinder 10 and inner cylinder 20, the intermediate member is moveable in the axial direction to vary the phase of the inner cylinder 20 relative to the outer cylinder 10; and an electromagnetic brake means 40 provided on one side of the inner cylinder 20 distant from the camshaft 2, for moving the intermediate member 30 in the axial direction.
  • the electromagnetic brake means 40 is mounted on the cover (engine case) 8.
  • the outer cylinder 10 consists of a sprocket 12 having on the inner circumferential periphery thereof a circular recess 13; an inner flange plate 14 in intimate contact with one side of the sprocket 12 to define flange engagement grooves 13A in collaboration with the circular recess 13; and a spline case 16 being fixed between the sprocket 12 and the inner flange plate 14 by a screw 11 and having a spline engagement section that engages the intermediate member 30.
  • a stepped section 13c that opposes the outer circumferential edge of a flange 24 formed on the outer circumferential surface of the inner cylinder 20, as described in detail below.
  • the rotational motion of the crankshaft is transmitted to the outer cylinder 10 (sprocket 12) by a chain C.
  • Flange engagement grooves 13A and a spline engaging section 17 of the outer cylinder 10 can be easily formed by integrating together the sprocket 12, inner flange plate 14, and spline case 16 into the outer cylinder 10 by means of coupling screws.
  • a male and a female helical splines 32 and 33, respectively, are provided on the respective inner and outer circumferential surfaces of the intermediate member 30.
  • a male helical spline 23 is provided on the outer circumferential surface of the inner cylinder 20.
  • the female helical spline (or spline engaging section) 17 is provided on the inner circumferential surface of the spline case 16. Since the inner and outer splines 32 and 33 of the intermediate member 30 are formed as opposite helical splines that spiral in the opposite directions, only a small axial movement of the intermediate member 30 can cause a large phase shift of the inner cylinder 20 relative to the outer cylinder 10.
  • the intermediate member 30 is provided on the outer circumferential surface thereof with a square male thread 31.
  • the electromagnetic brake means 40 has an electromagnetic clutch 42 supported by the cover (engine case) 8, a rotary drum 44 rotatably mounted on the inner cylinder 20 via a bearing 22 and engages the square male thread 31 of the intermediate member 30, the rotary drum subjected to the braking force of the electromagnetic clutch 42, and a torsion coil spring 46 disposed between the rotary drum 44 and the outer cylinder 10.
  • the electromagnetic clutch 42 is mounted on the outer circumferential surface of the boss section 8a of the cover (engine case) 8.
  • a female square thread 45 Formed in the inner circumferential surface of the 44 is a female square thread 45 such that the rotary drum 44 and the intermediate member 30 can undergo relative rotations along the female square thread 45 and square male thread 31.
  • the intermediate member 30 can move in the axial direction while rotationally sliding along the square threads 45 and 31.
  • the rotary drum 44 and outer cylinder 10 are connected to each other with a twisted torsion coil spring 46 so that when no braking force is exerted to the rotary drum 44, all the outer cylinder 10, inner cylinder 20, intermediate member 30, and rotary drum 44 rotate together. It is noted that the torsion coil spring 46 coaxially extends between the rotary drum 44 and outer cylinder 10 (or spline case 16), so that it contributes to the axial length of the phase-varying apparatus, but contributes to minimization of the radial dimension of the apparatus.
  • the intermediate member 30 can be moved in the axial direction as it rotates along the square threads 45 and 31. This movement will change the phase of inner cylinder 20 relative to the outer cylinder 10, which in turn regulate the opening/closing timing of the valves driven by the cam 2a of the camshaft 2.
  • the electromagnetic clutch 42 When the electromagnetic clutch 42 is turned OFF (that is, de-energized), the electromagnetic clutch 42 is located at the position shown in Fig. 1 by a phantom line, where a gap S is formed between the rotary drum 44 and electromagnetic clutch 42. In this instance the outer cylinder 10 and inner cylinder 20 are rotated together in phase. As the electromagnetic clutch 42 is turned ON, the electromagnetic clutch 42 is moved to the right to attract the rotary drum 44, thereby exerting a braking force to the rotary drum 44.
  • This braking force causes the rotational motion of the rotary drum 44 to be retarded relative to the outer cylinder 10. That is, the intermediate member 30 is advanced (or moved to the right in Fig. 1 ) by the square threads 31 and 45, which in turn causes the inner cylinder 20 (camshaft 2) to be rotated relative to the outer cylinder 10, thereby changing the phase of the camshaft 20 relative to the outer cylinder 10 (sprocket 12). Accordingly, the rotary drum 44 is retained at a position where the braking force balances out the spring force of the torsion coil spring 46, leaving the inner cylinder 20 out of phase by a predetermined angle with respect to the outer cylinder 10.
  • the circumferential flange 24 is formed on the outer circumferential surface of the inner cylinder 20 journalled in the sprocket 12.
  • the flange engagement groove 13A is formed inside the circumferential inner surface of the outer cylinder 10 (sprocket 12).
  • the flange 24 engages with the groove 13A.
  • Frictional torque enhancement members 51 and 55 are provided between one face of the flange 24 and the engagement face of the grooves 13A.
  • the electromagnetic clutch 42 has an annular clutch case 60 having a C-shape transverse cross section with its annular opening facing the disk face 44a of the rotary drum 44, and having an electromagnetic coil 62 accommodated in the clutch case 60.
  • the electromagnetic coil 62 is fixedly resin-molded within an circular groove 65 formed between the inner circumferential wall 63 and the outer circumferential wall 64 of the clutch case 60.
  • each pin 68 engages a corresponding hole 8b formed in the cover 8. That is, the clutch case 60 is fixedly secured to the cover (engine case) 8 so as not to be rotated about the axis of the camshaft 2 but can slide in the axial direction.
  • the end face 63a of the inner circumferential wall 63 and the end face 64a of the outer circumferential wall 64 of the clutch case 60 are formed to face the opposing disk face 44a of the rotary drum 44 such that an oil film of less than 1 ⁇ m in thickness is formed between the end face 63a and disk face 44a as well as between the end face 64a and the disk face 44a.
  • a multiplicity (90 for example) of oil supplying radial grooves 66 and 67 are formed in the end face 63a of the inner wall 63 and end face 64a of the outer circumferential wall 64.
  • these radial grooves 66 and 67 are formed at equal angular intervals of 4 degrees in the circumferential directions of the end faces 63a and 64a of the inner and outer circumferential walls, respectively.
  • Each of the grooves 66 and 67 has an arcuate cross section of 0.5 mm in width and 0.15 mm in depth as shown in Fig. 6 , and is supplied with oil from an oil sump 74 at all times.
  • an oil sump 74 is defined radially inside the clutch case 60 by the cover 8. This oil sump 74 is communicated with an oil passage 70 formed in the camshaft 2 and with the space formed between the clutch case 60 and the rotary drum 44. Pressurized engine oil is pumped by a pump P into the oil passage 70 of the camshaft 2 via the oil port of the journal bearing 73 of the camshaft 2 and the side hole 73a of the camshaft 2.
  • the engine oil supplied to the oil passage 70 is introduced into the oil sump 74 via a side hole 73b formed in the inner cylinder 20.
  • the electromagnetic clutch 42 When the electromagnetic clutch 42 is turned off, the engine oil is discharged from the oil sump 74 via a gap between the disk face 44a of the rotary drum 44 and the clutch case 60, and lead to the front face of the rotary drum 44 via an oil outlet port 80.
  • the disk face 44a of the rotary drum 44 and the end faces 63a and 64a of the clutch case 60 are effectively cooled by the engine oil irrespective of whether the electromagnetic clutch 42 is energized or not.
  • a large friction coefficient ⁇ arises between the clutch case 60 and rotary drum 44 due to the oil film formed in and around the respective grooves 66 and 67 if no fabric friction member is not provided between the clutch case 60 and rotary drum 44.
  • the present invention can further achieve the following results:
  • FIG. 7 there is shown a second embodiment of the invention.
  • this embodiment there is provided an space (hereinafter referred to as air gap (AG)) between the end face 63a of the inner wall 63 of the clutch case 60 and the disk face 44a of the rotary disk 44.
  • AG air gap
  • This embodiment can achieve the same results as the first embodiment. Furthermore, by decreasing the initial metallic conformity of the rotary drum 44 with the clutch case 60, the air gap between the rotary drum 44 and clutch case 60 can be decreased to enhance the attractive force of the electromagnetic clutch, thereby compensating for the so-called initial reduction in ⁇ .
  • the rigidity of the clutch case 60 can be sufficiently increased, which enables regulation and measurement of the air gap under a stable condition.
  • the third embodiment can achieve the same results as the second embodiment, since transmission of torque between the rotary drum 44 and clutch case 60 is performed via the oil film formed in and round the respective grooves 67.
  • the end face 64a of the outer circumferential wall 64 of the clutch case 60 is provided with grooves 69 each formed oblique to the radius perpendicular to the axis of the inner cylinder 20 and passing through the groove.
  • the open end of the outer circumferential wall 64 of the clutch case 60 has a two-step section 76.
  • the end face 76a of the two-step section 76 has grooves 67 (not shown) serving as oil-flow passages.
  • FIG. 12 there is shown a sixth embodiment of the invention in which an annular tapered section 77 is formed at the open end of the outer circumferential wall 64 of the clutch case 60 and an opposing annular tapered section 78 is formed on the disk face 44a of the rotary drum 44, so that oil flow passages are provided in the form of the grooves 67 (not shown) in the surface of the tapered section 77.
  • the rest of the features of this embodiment are the same as those of the second embodiment.
  • transmission of torque between the rotary drum 44 and clutch case 60 is performed via the oil film formed in and around the respective grooves 67 as in the second embodiment, so that the same results can be achieved as in the second embodiment.

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

Claims (2)

  1. Appareil à phase variable destiné à être utilisé avec un moteur d'automobile, comprenant: un cylindre externe (10) soumis au mouvement de rotation du vilebrequin du moteur; un cylindre interne (20) raccordé à l'arbre à cames (2) pour ouvrir et fermer les soupapes d'admission et d'échappement du moteur et pouvant tourner par rapport au cylindre externe; et un élément intermédiaire (30) disposé entre les cylindres externe et interne, pour transmettre le mouvement de rotation du cylindre externe au cylindre interne, l'élément intermédiaire étant mobile dans sa direction axiale pour provoquer une rotation relative du cylindre interne par rapport au cylindre externe afin de modifier ainsi le réglage de distribution des soupapes d'admission et d'échappement, un tambour rotatif annulaire (44) disposé de manière coaxiale autour du cylindre interne et raccordé à l'élément intermédiaire, et un embrayage électromagnétique (42) pour contrôler la force de freinage à exercer sur le tambour rotatif en accord avec la condition d'entraînement du moteur, l'embrayage électromagnétique ayant un carter d'embrayage annulaire (60) agencé pour faire face au tambour rotatif et une bobine électromagnétique (62) pour générer une force de freinage qui agit sur le tambour rotatif lors de l'alimentation, afin de déplacer le carter d'embrayage vers le tambour rotatif, caractérisé en ce qu'une pluralité de rainures (67) sont formées dans au moins l'une des faces opposées du tambour rotatif (44) et du carter d'embrayage (60) afin d'établir des passages d'huile de moteur pour former une pellicule d'huile dans et autour des rainures de sorte que la pellicule d'huile transmet un couple entre le tambour rotatif et le carter d'embrayage.
  2. Appareil à phase variable selon la revendication 1, dans lequel:
    le carter d'embrayage annulaire (60) a une paroi circonférentielle externe et une paroi circonférentielle interne (63a et 64a) formant ensemble une section transversale en forme de C et une rainure circulaire entre les parois circonférentielles externe et interne, la rainure circulaire étant adaptée pour loger à l'intérieur de cette dernière la bobine électromagnétique et faisant face au tambour rotatif,
    les rainures sont formées dans une extrémité de la paroi circonférentielle externe faisant face au tambour rotatif;
    un espace (S) est formé entre la paroi circonférentielle interne du carter d'embrayage et le tambour rotatif; et
    le tambour rotatif et le carter d'embrayage se transmettent le couple entre eux via la pellicule d'huile formée dans et autour des rainures
EP09840363.7A 2009-02-23 2009-02-23 Dispositif à phase variable pour moteur Not-in-force EP2400121B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2009/053150 WO2010095257A1 (fr) 2009-02-23 2009-02-23 Dispositif à phase variable pour moteur

Publications (3)

Publication Number Publication Date
EP2400121A1 EP2400121A1 (fr) 2011-12-28
EP2400121A4 EP2400121A4 (fr) 2012-12-05
EP2400121B1 true EP2400121B1 (fr) 2014-07-02

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EP09840363.7A Not-in-force EP2400121B1 (fr) 2009-02-23 2009-02-23 Dispositif à phase variable pour moteur

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US (1) US20110297114A1 (fr)
EP (1) EP2400121B1 (fr)
JP (1) JP5222392B2 (fr)
KR (1) KR101463129B1 (fr)
CN (1) CN102325968B (fr)
WO (1) WO2010095257A1 (fr)

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DE102014009726A1 (de) * 2014-06-28 2015-12-31 Daimler Ag Nockenwellenverstellvorrichtung mit einer elektromechanischen Bremseinheit
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JP4386823B2 (ja) * 2004-11-11 2009-12-16 日鍛バルブ株式会社 自動車用エンジンにおける位相可変装置
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JP4562700B2 (ja) * 2006-07-14 2010-10-13 日鍛バルブ株式会社 エンジンにおける位相可変装置の電磁ブレーキ取付構造
JP4673265B2 (ja) * 2006-07-31 2011-04-20 日鍛バルブ株式会社 エンジンの位相可変装置
JP5030964B2 (ja) * 2006-09-29 2012-09-19 日鍛バルブ株式会社 エンジンのバルブ制御装置
US7992531B2 (en) * 2006-12-11 2011-08-09 Nittan Value Co., Ltd. Phase varying apparatus for engine

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EP2400121A4 (fr) 2012-12-05
CN102325968A (zh) 2012-01-18
JP5222392B2 (ja) 2013-06-26
EP2400121A1 (fr) 2011-12-28
WO2010095257A1 (fr) 2010-08-26
US20110297114A1 (en) 2011-12-08
JPWO2010095257A1 (ja) 2012-08-16
CN102325968B (zh) 2015-07-01
KR20110128801A (ko) 2011-11-30
KR101463129B1 (ko) 2014-11-20

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