EP2486249B1 - Ensemble d'arbre à cames - Google Patents

Ensemble d'arbre à cames Download PDF

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Publication number
EP2486249B1
EP2486249B1 EP10768214.8A EP10768214A EP2486249B1 EP 2486249 B1 EP2486249 B1 EP 2486249B1 EP 10768214 A EP10768214 A EP 10768214A EP 2486249 B1 EP2486249 B1 EP 2486249B1
Authority
EP
European Patent Office
Prior art keywords
shaft
rotor
camshaft
cross
sectional area
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.)
Revoked
Application number
EP10768214.8A
Other languages
German (de)
English (en)
Other versions
EP2486249A1 (fr
Inventor
Matthias Kapp
Craig Dupuis
Inhwa Chung
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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Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2486249A1 publication Critical patent/EP2486249A1/fr
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Revoked 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
    • 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
    • F01L1/02—Valve drive
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • 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
    • 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
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0471—Assembled camshafts
    • F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only

Definitions

  • the invention relates to a camshaft arrangement for changing the relative angular position of at least one first cam of a camshaft relative to a second cam of the camshaft, wherein the arrangement comprises an angle adjusting, which has a stator and a rotatable relative thereto arranged rotor, the rotor rotatably with a Shaft is connected, wherein the stator is rotatably connected to a hollow shaft, wherein the shaft and the hollow shaft are arranged concentrically to each other, wherein the at least one first cam is rotatably connected to the shaft, wherein the at least one second cam is non-rotatably connected to the hollow shaft and wherein the rotationally fixed connection between the rotor and the shaft is made by at least one screw.
  • Camshaft arrangements of this type are known as "Cam in Cam” systems. With them at least two cams of the camshaft - usually a number of respective cams - are rotated relative to each other on the camshaft to change the timing of the gas exchange valves of an internal combustion engine.
  • Such camshaft systems are for example in the EP 1 945 918 B1 , in the GB 2 423 565 A , in the DE102007514 A1 , and in the WO 2009/098497 A1 described.
  • the present invention has the object, a camshaft assembly of the type mentioned in such a way that the connection between the rotor and the shaft is improved. In this case, a permanently fixed connection can be ensured without having to increase the available space.
  • the solution of this problem by the invention is characterized in that the shaft rests with a front side against a contact surface of the rotor and is pulled by means of at least one screw against the contact surface, wherein the shaft along its axial extent, which is located in the region of the rotor , Has a cross-sectional area which increases to the front side to a larger value.
  • the enlargement of the cross-sectional area is preferably limited to the immediate area near the end face. This is to be understood in particular as meaning that the enlargement of the cross-sectional area is restricted to a region which extends at most over 10 mm from the end face of the shaft; It is particularly preferred that the increase in the cross-sectional area is restricted to a region which extends between 3 mm and 8 mm from the end face of the shaft.
  • the shaft may have a constant cross-section along its axial extent, which is in the region of the rotor and lies outside the enlargement of the cross-sectional area.
  • the outer diameter of the shaft at its end face preferably corresponds to at least 80% of the outer diameter of a screw head of the screw, more preferably at least 90% of the outer diameter of the screw head.
  • the transition of the outer diameter of the shaft from the region of the smaller cross-sectional area to the region of the enlarged cross-sectional area preferably takes place continuously.
  • the transition is rounded.
  • a single screw is provided, which is arranged as a central screw with its axis concentric with the shaft; the screw is advantageously designed as an expansion screw.
  • the shaft may be formed along its axial extent, which is located in the region of the rotor, as a hollow shaft and have up to the front side a constant inner diameter.
  • the shaft can continue along its axial extent, which is located in the region of the rotor, to increase their cross-sectional area have an outer diameter which is at most 90% of the outer diameter of the shaft at its end face.
  • the outer diameter of the shaft is up to the increase in its cross-sectional area between 80% and 90% of the outer diameter of the shaft on its front side.
  • the angle adjustment device is preferably designed as a hydraulic adjusting device.
  • a camshaft assembly 1 which includes a camshaft 2 having cams (not shown) cooperating in known manner with gas exchange valves to control gas exchange in an internal combustion engine.
  • An arrangement of this kind serves to vary the valve timing of an internal combustion engine. In most cases, hydraulically actuated adjusters are used.
  • a first driving strategy the control of an intake valve is changed relative to an exhaust valve, or vice versa, which is mostly useful in SOHC (Single Overhead Camshaft) or OHV (Overhead Valves) engines. This allows the change of the intake phase or the exhaust phase with a single camshaft.
  • SOHC Single Overhead Camshaft
  • OHV Overhead Valves
  • a second driving strategy is to change the timing of one set of intake valves relative to another set of valves with a single intake camshaft. This can be used when two or possibly three intake valves per cylinder are provided and it is desired to change the timing of one of the intake valves relative to the others on a cylinder.
  • the timing of one set of exhaust valves is changed relative to another set of valves with a single exhaust camshaft. This can be used when two or possibly three exhaust valves per cylinder are provided, where it is desired to vary the timing of one exhaust valve relative to the other on a cylinder.
  • the camshaft cams for example, the intake and exhaust valves of the internal combustion engine are arranged.
  • the angle adjustment device 3 By means of the angle adjustment device 3, it is possible to rotate part of the cams relative to another part of the cams.
  • the camshaft 2 consists of two coaxially arranged shaft elements, namely a shaft 6 and a hollow shaft 7, in which the shaft 6 is arranged coaxially.
  • the located on the camshaft 2 cams are rotatably connected either to the shaft 6 or with the hollow shaft 7. Details on this go from the EP 1 945 918 B1 out.
  • the angle adjustment device 3 has a stator 4 and a rotor 5, which can be rotated relative to one another - in the exemplary embodiment by means of hydraulic actuation - by a defined angle.
  • This generation of this twisting function is known in the art, with examples of the DE 103 44 816 A1 Reference is made.
  • an impeller is present, are formed in the wing or arranged in the wing.
  • the wings are located in hydraulic chambers, which are incorporated in a rotor. By appropriate admission of the respective Side of the hydraulic chambers with hydraulic fluid can be an adjustment of the rotor relative to the stator.
  • the rotor 5 is rotatably connected to the shaft 6, for which purpose a central screw 8 is used.
  • a central screw 8 By the central screw 8, a solid radial and axial connection between the rotor 5 and shaft 6 is ensured.
  • the invention provides that the shaft 6 rests with one of its end faces 9 on a contact surface 10 of the rotor 5 and is pulled by means of the central screw 8 against the contact surface 10.
  • the shaft 6 along its axial extent, which is located in the region of the rotor 5, has a cross-sectional area A 1 which extends to the front side 9 to a greater value A 2 enlarged.
  • the areas A 1 and A 2 are in Fig. 1 b indicated; These are in the form of circular surfaces.
  • the preferred dimensioning of the frontal broadening of the shaft 6 also gives the specified geometric data.
  • the shaft 6 is designed in the axial region of the rotor 5 as a hollow shaft and accordingly has an inner diameter D I.
  • the outer diameter of the shaft 6 is indicated by D A0 .
  • D A The outer diameter of the shaft 6
  • the axial area over which the enlargement of the cross-sectional area takes place is indicated by x.
  • the outer diameter D A in the end-side end region of the shaft 6 is preferably approximately as large as the outer diameter D AS of the screw head 11 of the central screw 8 or he is slightly smaller.
  • transition 12 is rounded from the smaller to the larger cross-sectional area to avoid stress concentrations.
  • the stator 4 has, moreover, a cover element 13, which is connected by means of screws 14 to the stator 4. With the lid member 13, the hollow shaft 7 is rotatably connected. The rotationally fixed connection between the stator 4 and the hollow shaft 7 takes place via the cover element 8 connected to the stator 4 in such a way that the cover element 13 has a bore for receiving a cylindrical portion of the hollow shaft 7. It is provided that in the cylindrical contact surface 15 between the cover member 13 and the hollow shaft 7 is a non-positive and / or a cohesive connection.
  • the angle adjustment device 3 is closed by a further cover element 16.
  • the drive of the angle adjustment device 3 and thus the camshaft 2 takes place in a known manner via a pinion 17 via a driven by the crankshaft of the internal combustion engine (not shown) chain.
  • the pinion 17 is formed here as a separate component. However, it can also be formed integrally in the stator 4.
  • FIGS. 2 to 5 The possible by the camshaft assembly operation of an internal combustion engine is in the FIGS. 2 to 5 illustrated.
  • the figures each show the course of the opening path that a cam exerts on a valve over time.
  • Fig. 3 is for the same construction of the engine as in Fig. 2 to see what the course looks like when the shaft 6 actuates the intake valves. Again, the actuation of the exhaust valves can be seen in the left half of the picture and those of the inlet valves in the right half of the picture. Here, the phasing of the intake valves can now be varied relative to the crankshaft, again recognizable by the dashed curves and the double arrow.
  • a solution shows Fig. 4 , In this case, for each cylinder, an adjustment of the operation of one or more of the exhaust valves are made relative to the remaining exhaust valves.
  • at least one outlet valve see solid line
  • at least one further outlet valve see dashed lines and double arrow
  • the inlet valves are not adjustable during the control times (see right half of the figure).
  • the duration of the opening of the exhaust valves can be changed, so that the opening time of the exhaust valves can be optimized.
  • Early opening of the exhaust valves before bottom dead center (UT) allows the engine to warm up quickly, reducing cold start emissions.
  • FIG. 4 An analog solution too Fig. 4 is in Fig. 5 outlined. Again, a DOHC engine is used. Here, the shaft 6 actuates one or more intake valves per cylinder, while the remaining intake valves are actuated by the hollow shaft 7.
  • valve opening times can be varied at the inlet.
  • the solid lines in the right half of the figure of Fig. 5 again shows the control of one or more intake valves with fixed control times, while the dashed lines and the double arrow indicate that the rest of the intake valves can be changed over time with respect to their control by means of the angle adjustment device 3.
  • the closing time of the intake valves can be optimized. This can be used to drive a Late Intake Valve Closing (LIVC) strategy.
  • LIVC Late Intake Valve Closing
  • Closing the intake valves after the bottom dead center (UT) allows some of the gas to be forced back into the intake tract, which causes the intake valves to close Length of the compression stroke reduced. This leads to a reduction of the pumping losses of the engine and thus to an improved fuel efficiency.
  • the closing of the intake valves can be optimized depending on the engine speed and engine load.

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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)

Claims (11)

  1. Agencement d'arbre à cames (1) destiné à faire varier la position angulaire relative d'au moins une première came d'un arbre à cames (2) par rapport à une deuxième came de l'arbre à cames (2), l'agencement comprenant un dispositif de réglage angulaire (3) qui présente un stator (4) et un rotor (5) disposé de manière à pouvoir tourner par rapport à celui-ci, le rotor (5) étant connecté de manière solidaire en rotation à un arbre (6), le stator (4) étant connecté de manière solidaire en rotation à un arbre creux (7), l'arbre (6) et l'arbre creux (7) étant disposés de manière concentrique l'un par rapport à l'autre, l'au moins une première came étant connectée de manière solidaire en rotation à l'arbre (6), l'au moins une deuxième came étant connectée de manière solidaire en rotation à l'arbre creux (7), et la connexion solidaire en rotation entre le rotor (5) et l'arbre (6) étant réalisée par au moins une vis (8), caractérisé en ce que l'arbre (6) s'applique avec un côté frontal (9) contre une surface d'appui (10) du rotor (5) et est serré au moyen de l'au moins une vis (8) contre la surface d'appui (10), l'arbre (6) présentant le long de son étendue axiale qui se trouve dans la région du rotor (5) une surface en section transversale (A1) qui augmente jusqu'au côté frontal (9) jusqu'à une plus grande valeur (A2) et l'augmentation de la surface en section transversale (A2) étant limitée à une région (x) qui s'étend au maximum sur 10 mm depuis le côté frontal (9) de l'arbre (6).
  2. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que l'augmentation de la surface en section transversale (A2) est limitée à la région (x) qui s'étend entre 3 mm et 8 mm depuis le côté frontal (9) de l'arbre (6).
  3. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que l'arbre (6) présente une section transversale constante le long de son étendue axiale qui se trouve dans la région du rotor (5) et est située à l'extérieur de l'augmentation de la surface en section transversale.
  4. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que le diamètre extérieur (DA) de l'arbre (6) au niveau de son côté frontal (9) correspond au moins à 80 % du diamètre extérieur (DAS) d'une tête de vis (11) de la vis (8).
  5. Agencement d'arbre à cames selon la revendication 3, caractérisé en ce que le diamètre extérieur (DA) de l'arbre (6) au niveau de son côté frontal (9) correspond au moins à 90 % du diamètre extérieur (DAS) de la tête de vis (11) de la vis (8).
  6. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que la transition (12) du diamètre extérieur de l'arbre (6) depuis la région de la surface en section transversale plus petite (A1) à la région de surface en section transversale plus grande (A2) s'effectue de manière continue.
  7. Agencement d'arbre à cames selon la revendication 6, caractérisé en ce que la transition (12) du diamètre extérieur de l'arbre (6) est réalisée sous forme arrondie.
  8. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que la vis (8)' est réalisée sous forme de vis d'expansion.
  9. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que l'arbre (6) est réalisé sous forme d'arbre creux le long de son étendue axiale qui se trouve dans la région du rotor (5) et présente un diamètre intérieur constant (DI) jusqu'au côté frontal (9).
  10. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que l'arbre (6) présente le long de son étendue axiale qui se trouve dans la région du rotor (5) un diamètre extérieur (DA0) jusqu'à l'augmentation de sa section transversale qui vaut au maximum 90 % du diamètre extérieur (DA) de l'arbre (6) au niveau de son côté frontal (9).
  11. Agencement d'arbre à cames selon la revendication 10, caractérisé en ce que le diamètre extérieur (DA0) de l'arbre (6) jusqu'à l'augmentation de sa section transversale vaut entre 80 % et 90 % du diamètre extérieur (DA) de l'arbre (6) au niveau de son côté frontal (9).
EP10768214.8A 2009-10-05 2010-10-04 Ensemble d'arbre à cames Revoked EP2486249B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US24863409P 2009-10-05 2009-10-05
PCT/EP2010/064752 WO2011042392A1 (fr) 2009-10-05 2010-10-04 Ensemble arbre à cames

Publications (2)

Publication Number Publication Date
EP2486249A1 EP2486249A1 (fr) 2012-08-15
EP2486249B1 true EP2486249B1 (fr) 2017-04-19

Family

ID=43384513

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10768214.8A Revoked EP2486249B1 (fr) 2009-10-05 2010-10-04 Ensemble d'arbre à cames

Country Status (6)

Country Link
US (1) US20120199085A1 (fr)
EP (1) EP2486249B1 (fr)
KR (1) KR101675613B1 (fr)
CN (1) CN102812214B (fr)
BR (1) BR112012007549A2 (fr)
WO (1) WO2011042392A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102011052822A1 (de) 2011-08-18 2013-02-21 Thyssenkrupp Presta Teccenter Ag Nockenwelle, insbesondere für Kraftfahrzeugmotoren
CN107313821B (zh) * 2017-08-30 2023-06-16 上海汽车集团股份有限公司 凸轮轴端件连接结构
CN111485969A (zh) * 2019-01-28 2020-08-04 舍弗勒技术股份两合公司 凸轮轴相位调节器

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US4332222A (en) 1978-05-20 1982-06-01 Volkswagenwerk Aktiengesellschaft Camshaft for an internal combustion engine
WO1995000748A1 (fr) 1993-06-28 1995-01-05 Clemson University Appareil a double action pour la distribution variable des soupapes
JPH07224617A (ja) 1994-02-09 1995-08-22 Unisia Jecs Corp 内燃機関のバルブタイミング制御装置
US6725817B2 (en) 2000-11-18 2004-04-27 Mechadyne Plc Variable phase drive mechanism
DE10344816A1 (de) 2002-09-26 2004-05-06 Aisin Seiki K.K., Kariya Ventiltaktungssteuerungs- und Regelungseinrichtung
DE102007017514A1 (de) 2007-04-13 2008-10-16 Mahle International Gmbh Nockenwelle

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GB2423565A (en) 2005-02-23 2006-08-30 Mechadyne Plc Inner camshaft of SCP assembly receives drive via sleeve on outer tube
GB2431977A (en) 2005-11-02 2007-05-09 Mechadyne Plc Camshaft assembly
DE102005061187A1 (de) * 2005-12-21 2007-06-28 Mahle International Gmbh Nockenwelle
DE102006024794A1 (de) * 2006-05-27 2007-12-06 Mahle International Gmbh Verstellbare Nockenwelle
GB2457228A (en) 2008-02-05 2009-08-12 Mechadyne Plc Lubricating oil feed arrangement for a single cam phaser (SCP) camshaft
DE102008019746A1 (de) * 2008-04-19 2009-10-22 Schaeffler Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102008019747A1 (de) * 2008-04-19 2009-10-22 Schaeffler Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
US8584634B2 (en) 2008-09-19 2013-11-19 Borgwarner Inc. Phaser built into a camshaft or concentric camshafts

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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WO1995000748A1 (fr) 1993-06-28 1995-01-05 Clemson University Appareil a double action pour la distribution variable des soupapes
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CN102812214A (zh) 2012-12-05
KR20120089281A (ko) 2012-08-09
BR112012007549A2 (pt) 2016-12-06
EP2486249A1 (fr) 2012-08-15
CN102812214B (zh) 2015-08-05
US20120199085A1 (en) 2012-08-09
WO2011042392A1 (fr) 2011-04-14
KR101675613B1 (ko) 2016-11-11

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