EP2536924B1 - Gesinterte stator-deckel-einheit und nockenwellenversteller - Google Patents

Gesinterte stator-deckel-einheit und nockenwellenversteller Download PDF

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Publication number
EP2536924B1
EP2536924B1 EP11701221.1A EP11701221A EP2536924B1 EP 2536924 B1 EP2536924 B1 EP 2536924B1 EP 11701221 A EP11701221 A EP 11701221A EP 2536924 B1 EP2536924 B1 EP 2536924B1
Authority
EP
European Patent Office
Prior art keywords
stator
cover unit
rotor
weight
webs
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
EP11701221.1A
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German (de)
English (en)
French (fr)
Other versions
EP2536924A1 (de
Inventor
Olaf Boese
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
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2536924A1 publication Critical patent/EP2536924A1/de
Application granted granted Critical
Publication of EP2536924B1 publication Critical patent/EP2536924B1/de
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
    • 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
    • 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
    • F01L2001/34469—Lock movement parallel 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
    • F01L2301/00—Using particular materials
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • 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
    • F01L2820/01—Absolute values
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/219—Guards
    • Y10T74/2191—Guards for rotary member

Definitions

  • the invention relates to a stator-cover unit for a camshaft adjuster, comprising a stator and a locking cover, which has a link for the rotationally fixed locking of a rotor. Furthermore, the invention relates to a camshaft adjuster with such a stator-lid unit.
  • a stator-lid assembly is commonly used in a phaser to assist in valve control of an internal combustion engine.
  • a stator-lid unit of the aforementioned type is used as a meanwhile common component in recent internal combustion engines for motor vehicles.
  • the stator-cover unit is part of a camshaft adjuster. It serves to actuate a camshaft or the cam attached to the camshaft.
  • gas exchange valves can be operated in an internal combustion engine.
  • the timing of the gas exchange valves are specifically defined.
  • An adaptation of the valve opening times via a camshaft adjuster allows an increase in the efficiency of the internal combustion engine. This is particularly useful as a gain in performance or fuel savings. For this reason, improvements are being made in this area.
  • a camshaft adjuster usually consists of a stator, a locking cover, a rotor positioned in the stator and a sealing cover.
  • the stator is in the installed state against rotation with a crankshaft connected, whereas the rotor is rotatably connected to a camshaft.
  • the stator is usually formed with at least one wing stop surface on which the blades of a rotor are stopped in the installed state.
  • a gate is usually introduced within the locking cover.
  • the gate serves for the non-rotatable locking of a rotor, wherein a piston engages in the link, so that the stator-lid unit is mechanically connected positively to a rotor. Accordingly, high forces act on the scenery in the locked state.
  • stator-lid unit of the aforementioned type.
  • the stator-lid unit is manufactured in several parts, wherein the stator is connected to a locking plate designed as a sealing cover via a bolt.
  • a rotor is used in the stator-lid unit.
  • the stator and the rotor can be fixed to each other by a piston engaging in a link.
  • the gate is introduced as an annular recess in the housing bottom of the locking lid. In this recess, a conically tapered ring is pressed as a separate insert after the production of the locking lid. In this ring, the piston can engage to lock the stator to the rotor.
  • stator-lid unit a disadvantage of such a stator-lid unit is the relatively high production and assembly costs. By inserting the necessary hardness and stability for locking rotor and stator can be ensured.
  • a second object of the invention is to provide a camshaft adjuster with a corresponding stator-lid unit.
  • the first object of the invention is achieved by a stator-lid unit with the feature combination according to claim 1.
  • the stator-cover unit for a camshaft adjuster is made in one piece from a sintered material and comprises as a structural unit a stator and a locking cover.
  • a locking cover In the locking cover a backdrop for the rotationally fixed locking a rotor is introduced.
  • the sintered material has a Vickers hardness between 400 HV and 850 HV at least in the region of the backdrop.
  • the invention takes into account in particular the increased loads which a stator-cover unit has to withstand when installed as part of a camshaft adjuster.
  • the stator-lid unit in the region of the backdrop, must be formed with a suitable hardness, since this area serves as a loaded functional surface on which engages the piston for mechanically locking the rotor to the stator.
  • the invention recognizes that the use of a one-piece made of a sintered material stator-cover unit in conjunction with a correspondingly hard functional surface in the gate is given a possibility, the stator-cover unit without additional effort in terms of both manufacturing and cost.
  • the use of a sintered material offers the possibility of using an easy-to-use and field-proven method of production.
  • the base material of the stator-lid unit is a sintered material which has a hardness between 400 HV and 850 HV at least in the area of the gate.
  • powder compounds are pre-pressed into a so-called green body, which is then compacted and cured by a heat treatment below the melting temperature.
  • Sintered materials can be selected according to the requirements of the components for which they are used. For this purpose, for example, additional alloy components can be added.
  • the hardness of a sintered component is basically given by the sintered material.
  • the entire stator-lid unit can have the same hardness substantially at any point after production.
  • a temperature treatment can be done for suitable materials, a post-curing.
  • the post cure can be done locally.
  • a Vickers hardness between 400 HV and 850 HV is provided.
  • Hardness can be defined in general are considered to be the mechanical resistance which a material opposes to the mechanical penetration of a harder specimen.
  • Vickers hardness testing generally serves to test hard and evenly built materials, as well as hardness testing thin-walled or surface-hardened workpieces and edge zones.
  • an equilateral diamond pyramid with an opening angle of 136 ° under a specified test force is pressed into the workpiece.
  • the impression surface is calculated.
  • the ratio of test force to impression surface results in multiplication by a factor (0.1891) the Vickers hardness (HV).
  • the selected hardness range between 400 HV and 850 HV offers the possibility of designing the stator-cover unit at least in the region of the gate in such a way that it can cope with such loads over the long term. In particular, there occurs no unwanted deformation more.
  • the hardness is low enough so that the material is not brittle or is and may travel under stress.
  • the production of the stator-lid unit can be shortened and the cost can be reduced, since in particular additional fastening means or assembly steps for connecting the stator with the locking cover omitted.
  • the component tolerances are kept low. Since every manufacturing process has only a finite manufacturing accuracy, each manufactured component has small deviations from the desired geometry. Through a multi-stage manufacturing process, geometric deviations of the individual components add up and the total error increases. In one-piece production, therefore, only the tolerances or errors of a single component, ie the stator-lid unit, are taken into account. In contrast, bringing together a separate stator and a separate locking lid would result in a greater error for the stator-lid unit.
  • the stator can be dimensioned differently. The dimensioning depends in particular on the size of the camshaft, the actuation of which requires the stator.
  • the stator is connected to the locking cover, in particular in the form of a combined stator-lid unit. It may be formed with a number of webs attached to the inner wall of the stator and extending radially inward. Between the webs, the wings of a rotor can be positioned, so that in each case on the outer sides of the wing pressure chambers for pressurization with hydraulic fluid.
  • the locking lid limits the pressure chambers or the interior of the stator-lid unit on one side. It thus serves to seal the pressure chamber and prevents uncontrolled leakage of hydraulic fluid.
  • the backdrop serves, as already mentioned, the locking of the stator and rotor, so that they are held in an optimal position, in particular for the start or idle of an internal combustion engine.
  • the gate is formed within a chamber or within a pressure chamber in the form of a recess in the locking lid.
  • the position of the backdrop is determined in particular by the manufacturing process. It must be within the locking clearance so that the piston can engage in the recess. A reworking of the wing stop surfaces of the stator-lid unit and the Verrieglungskulisse is not necessary. Thus, no additional error is generated. In this way, the tolerance chain with respect to the distance between the wing stop surfaces and the scenery remains unaffected.
  • the sintered material is a sintered steel, which is cured at least in the region of the backdrop.
  • a sintered steel is particularly recommended because of the ease of processing and handling.
  • the curable material offers the possibility to produce the stator-lid unit so that the backdrop included in the locking cover has the necessary stability and therefore requires no additional insert.
  • steel are generally referred to metallic alloys whose main component is iron and whose carbon content is between 0.01% and 2.06%.
  • steels can be modified and made available for a wide range of applications. The lower the carbon content, the more the steel can be deformed, whereas the higher the carbon content makes the steel stronger but also more brittle. By a high carbon content in the steel this could break, for example. It is accordingly necessary to use a material that is neither too soft nor too brittle due to its carbon content.
  • a hardenable steel should contain at least 0.2% carbon. Accordingly, the sintered steel accordingly has a carbon content of between 0.2 and 1.0% by weight. In this area, the steel hardens and yet does not run the risk of cracking or becoming brittle.
  • the sintered steel results in an increase in its mechanical resistance through targeted change and transformation of its structure.
  • the curing can be carried out, for example, by heat treatment with subsequent rapid cooling.
  • various hardening methods such as, for example, transformation hardening, precipitation hardening or strain hardening, which can be used in each case as a function of the present component and the desired results.
  • the carbon content is between 0.4 and 0.8 wt .-%.
  • the ratio between required hardness and resistance to breakage is particularly favorable.
  • the strength of the stator-lid unit and especially the hardness of the locking cover on the functional surface, ie in the region of the gate, is given in order to ensure the necessary stability for the locking can.
  • the sintered steel has a density in the range between 6.6 g / cm 3 and 7.3 g / cm 3 .
  • the density results in particular from the carbon content of the sintered steel. The greater the carbon content, the higher the density of the material.
  • the density can additionally be influenced by alloying components which are added to the material, for example, before sintering.
  • the sintered steel additionally contains nickel with a proportion of less than 5 wt .-% and / or molybdenum with a proportion of less than 1 wt .-%, and a residue of unavoidable impurities.
  • a sintered steel of the designation Sint D11 according to DIN 30910-4 of the provider ML Sinter Solutions Düsseldorf is provided. In principle, however, any sintered material or sintered steel is conceivable that meets the requirements.
  • the stator has a number of radially inwardly extending webs, of which at least one web is formed with a wing stop surface.
  • pressure chambers are formed within the stator, in which the wings of a rotor are positioned in the installed state.
  • At least one web in this case has a wing stop surface against which the wings strike, so that the rotor or its wing is stopped and thus the position of the camshaft is fixed.
  • one or more webs may be formed with wing stop surfaces.
  • the other webs of the stator, whose walls are not designed as wing stop surfaces, then serve mainly to limit the chambers, or the pressure chambers.
  • the locking cover in the region of the webs lowered depressions, which each extend as a ring portion in the circumferential direction of a web away.
  • the recesses are lowered relative to the other level of the locking cover and in particular formed directly at the contact point between the web and the locking lid. Due to the depressions, material protrusions, such as radii, which have formed at these points during production can remain, since they are located only in the lowered depressions of the locking cover and thus have no disturbing effect on the function of the camshaft adjuster. A post-processing of the wells is no longer necessary.
  • the depressions can be formed at neutral cost on the sintered component, that they are already taken into account in the forming tool.
  • the respective annular portion extends away from the web in the circumferential direction at most to the width of a rotor blade.
  • a short circuit between the pressure chambers can be prevented in each case to the right and left of a wing.
  • the depressions in the radial direction have substantially the same radial length as the webs.
  • the webs, in particular the wing stop surfaces in each case via radii in the recesses.
  • the radii are deliberately maintained. These radii are, as already mentioned, within the recesses and do not protrude beyond the level of the locking lid. Accordingly, they have no adverse effect on the function of the stator-lid unit and it can be ensured smooth operation of a camshaft adjuster. By the radii and their strengthening effect, the stability and thus the durability of a stator-lid unit can be effectively increased.
  • the groove adjacent the slot extends into this into it.
  • This embodiment is used in particular for the hydraulic unlocking of a piston. Since recesses are already present in the locking cover, they can be used for acting on the pressure space formed by the scenery with oil. When the internal combustion engine starts, pressure builds up in the pressure chamber. The piston, which holds the stator-lid unit in the locked state on the wing of the rotor is pushed up. The connection between stator and rotor is solved. In order to fill the scenery with oil a part of the depression is already used. This eliminates an additional processing step, such as the subsequent introduction of a separate groove, and it can be saved additional costs.
  • the second object of the invention is achieved by a camshaft adjuster with the feature combination according to claim 14.
  • the camshaft adjuster comprises a stator-cover unit according to the aforementioned embodiments, in which a rotor with a
  • Number of radially outwardly extending rotor blades is positioned.
  • the rotor is mounted on a cam phaser in the stator-lid assembly.
  • the rotor is rotatably connected to the camshaft and is rotated by the movement of the stator.
  • the radially outwardly extending rotor blades are in the installed state between the chambers, which are bounded by the radially inwardly extending webs of the stator.
  • the chambers are divided by the rotor blades into two pressure chambers.
  • the rotor has in particular oil passages in its base body, through which oil can be pumped for hydraulic operation of the camshaft adjuster into the pressure chambers of the stator-lid unit.
  • the phase angle of the camshaft or the cam and thus the opening times of the valves can be controlled in a motor.
  • the possible angle of rotation of the rotor is in particular dependent on the size of the pressure chamber as well as on the width of the wings, or on the ratio of the two to each other.
  • the width of a rotor blade preferably corresponds at least to the size of a depression in the circumferential direction.
  • Fig.1 shows a stator-lid unit 1 with a stator 3 and a locking lid 5 in a plan view.
  • the stator-lid unit 1 which is also referred to as a so-called Statortopf is made in one piece by means of a sintering process. As a result, in addition to a simple manufacture, the tightness of the stator-lid unit 1 is ensured and reduces the error tolerances. A post-processing is also no longer or only to a small extent necessary.
  • the stator-lid unit 1 may be rotatably connected to a driven by a crankshaft drive wheel, which in Fig. 1 not shown.
  • the stator-lid unit 1 as a component by sintering is made of sintered steel Sint D11.
  • the sintered steel has a carbon content of 0.6% by weight and a density of 6.8 g / cm 3 .
  • the stator-lid unit 1 is locally hardened in the region of the link 17 by a temperature treatment and there has a Vickers hardness of 500 HV5.
  • the stator-cover unit 1 or the material in the region of the link 17 is neither in danger of tearing under load nor deforming.
  • the stator 3 forms four chambers 7, which are separated from one another by radially inwardly extending webs 9. Two of the webs 9 of the stator 3 and the respective web walls are formed as wing stop surfaces 11. At the wing stop surfaces 11, the wings of an in Fig. 1 not shown Impact the rotor and thus determine the position of a camshaft.
  • depressions 15 are already in the production of the stator-lid unit 1 in the region of the webs introduced.
  • the depressions 15 are each formed in the form of a ring portion 16. They each extend in the circumferential direction of the webs 9 away.
  • the recesses 15 can be formed in the production of radii in the Fig. 1 are not visible, be present without the functionality of the stator-lid unit 1 is hindered or limited.
  • the radii do not protrude above the level of the locking lid 5 so that they do not disturb the movement of a rotor blade. For this reason, resulting in the production of radii can remain in the recesses 15, which in addition to the reduction of manufacturing costs and effort, the stability and durability of the stator-lid unit 1 is increased.
  • the stator-lid unit 1 has a link 17 in the form of a round recess 19.
  • the recess 19 is placed adjacent to a recess 15.
  • In the recess 19 may be an in Fig. 1 not shown piston engage, which serves the rotationally fixed locking of the stator 3 with a rotor.
  • the rotor is not visible in the present case, but can the Fig. 3 be removed.
  • a groove 21 leads to the recess 15.
  • the groove 21 is formed as part of the recess 15 and also already introduced in the context of the production of the stator-lid unit 1.
  • oil can be pressed from the recess 15 to below the piston.
  • the groove 21 thus serves to supply the gate 17 with oil to allow lifting of the piston and thus a hydraulic unlocking of the rotor.
  • Fig. 2 is the stator-lid unit 1 according to Fig. 1 to see in a three-dimensional representation with the stator 3 and the locking cover 5.
  • the recesses 15 can be seen, which are located in the locking cover 5.
  • the depressions 15 are introduced at the contact points between the webs 9 and the locking cover 5 and have the same length in the radial direction as the webs 9. This ensures that a rotor blade, in the radial direction to the inner wall of the stator-lid unit 1 is sufficient, is prevented at any point by a supernatant material in its movement. Any remaining during the manufacturing process radii remain trouble-free in the wells 15 and stabilize the stator-lid unit 1 in addition.
  • Fig. 3 shows a camshaft adjuster 31 with a stator-lid unit 1 according to the Fig. 1 and 2 ,
  • a rotor 33 having four wings 35 is inserted in the stator cover unit 1.
  • the wings 35 of the rotor 33 are each located in a chamber 7. This is separated from the wings 35 in each case two individual pressure chambers 37, 39 or hydraulic areas, which are then each right or left of the wing 35.
  • the pressure chambers 7 are located only in the chamber 7, in which the web stop surfaces 11 are formed on the webs 9.
  • the rotor 33 has oil passages for pressurizing the pressure chambers 37, 39 with oil, which channels are not recognizable because they are inside the body of the rotor 33.
  • the webs 9, or the web walls of the stator 3 allow a limited angle of rotation of the rotor 33.
  • the wings 35 of the rotor 33 are stopped in a certain position by a stop on the web stop surface 11 formed as a web wall.
  • a stop on the web stop surface 11 formed as a web wall.
  • Fig. 3 are two webs 9, each with a wing stop surface 11 is formed. Both wing stop surfaces are located within a chamber 7, so that the rotor blade 35 can strike on both sides of the chamber 7.
  • the wings 35 are wider in the circumferential direction than the recess 15. This dimensioning prevents between the hydraulic areas 37, 39, so the separate areas of a chamber 7, an exchange of oil takes place. By such a so-called short circuit, a correct function of the camshaft adjuster 31 could not be guaranteed.
  • a hole 41 is introduced in a wing 35 of the rotor 33.
  • An in Fig. 3 not shown piston engages in a locking position through the hole 41 in the link 17 in the locking cover 5.
  • the rotor 33 can be held in a designated position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Rotary Pumps (AREA)
EP11701221.1A 2010-02-15 2011-01-17 Gesinterte stator-deckel-einheit und nockenwellenversteller Not-in-force EP2536924B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010008005A DE102010008005A1 (de) 2010-02-15 2010-02-15 Stator-Deckel-Einheit und Nockenwellenversteller
PCT/EP2011/050525 WO2011098321A1 (de) 2010-02-15 2011-01-17 Gesinterte stator - deckel - einheit und nockenwellenversteller

Publications (2)

Publication Number Publication Date
EP2536924A1 EP2536924A1 (de) 2012-12-26
EP2536924B1 true EP2536924B1 (de) 2015-03-18

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EP11701221.1A Not-in-force EP2536924B1 (de) 2010-02-15 2011-01-17 Gesinterte stator-deckel-einheit und nockenwellenversteller

Country Status (6)

Country Link
US (1) US8887677B2 (zh)
EP (1) EP2536924B1 (zh)
CN (1) CN102762821B (zh)
BR (1) BR112012020163A2 (zh)
DE (1) DE102010008005A1 (zh)
WO (1) WO2011098321A1 (zh)

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DE102012206338B4 (de) * 2012-04-18 2021-06-02 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit Stator-Deckel-Einheit zur automatischen Einstellung eines Verriegelungsspiels
DE102012217394A1 (de) * 2012-09-26 2014-03-27 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenversteller
DE102013202069A1 (de) 2013-02-08 2014-08-14 Schaeffler Technologies Gmbh & Co. Kg Stützscheibe für Patrone bei einem in einer Mittenposition verriegelbaren, hydraulischen Nockenwellenversteller des Flügelzellentyps
DE102013223301A1 (de) * 2013-11-15 2015-05-21 Schaeffler Technologies AG & Co. KG Nockenwellenverstelleinrichtung
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JP6672749B2 (ja) * 2015-12-02 2020-03-25 アイシン精機株式会社 弁開閉時期制御装置
DE102016125659B4 (de) * 2016-12-23 2020-12-03 Gkn Sinter Metals Engineering Gmbh Grünling einer Stator-Deckel-Einheit
DE102017127676A1 (de) 2017-11-23 2019-05-23 Schaeffler Technologies AG & Co. KG Nockenwellenversteller und Verfahren zur Herstellung solch eines Nockenwellenverstellers
CN109989796A (zh) * 2017-12-29 2019-07-09 舍弗勒技术股份两合公司 叶片式凸轮相位器
DE202020104168U1 (de) * 2019-07-25 2020-09-10 ECO Holding 1 GmbH Nockenwellenversteller
AT524196A1 (de) * 2020-08-24 2022-03-15 Miba Sinter Austria Gmbh Verfahren zur Herstellung eines Nockenwellenverstellers
AT524197A1 (de) * 2020-08-24 2022-03-15 Miba Sinter Austria Gmbh Verfahren zur Herstellung eines Nockenwellenverstellers
AT525250B1 (de) 2021-11-23 2023-02-15 Miba Sinter Austria Gmbh Stator

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JP4590784B2 (ja) 2001-06-18 2010-12-01 アイシン精機株式会社 摺動部材および弁開閉時期制御装置
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DE10331631B3 (de) 2003-06-30 2005-01-05 Ehw Thale Sintermetall Gmbh Bauteil
JP4005068B2 (ja) * 2004-08-31 2007-11-07 株式会社日立製作所 内燃機関のバルブタイミング制御装置及びその組立方法
DE102005024241B4 (de) * 2005-05-23 2017-08-17 Schaeffler Technologies AG & Co. KG Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
JP2007146830A (ja) * 2005-10-31 2007-06-14 Hitachi Ltd 内燃機関の油圧制御装置
DE102006019607B4 (de) * 2006-04-25 2008-01-31 Hydraulik-Ring Gmbh Nockenwellenversteller
US8171903B2 (en) * 2008-12-03 2012-05-08 Hyundai Motor Company Intermediate lock pin type variable valve timing unit for vehicle and continuously variable valve timing device using the same
JP4900451B2 (ja) * 2009-11-09 2012-03-21 株式会社デンソー バルブタイミング調整装置
DE102010008003A1 (de) * 2010-02-15 2011-08-18 Schaeffler Technologies GmbH & Co. KG, 91074 Zellenrad
DE102010009393A1 (de) * 2010-02-26 2011-09-01 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102010009394A1 (de) * 2010-02-26 2011-09-01 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zur varibalen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102010022897A1 (de) * 2010-06-07 2011-12-08 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine sowie Schraube für eine solche Vorrichtung
DE102010034014B4 (de) * 2010-08-11 2015-06-25 Schwäbische Hüttenwerke Automotive GmbH Sinterverbund und Verfahren zu seiner Herstellung
JP5146550B2 (ja) * 2011-01-14 2013-02-20 株式会社デンソー バルブタイミング調整装置

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CN102762821B (zh) 2014-12-24
WO2011098321A1 (de) 2011-08-18
EP2536924A1 (de) 2012-12-26
DE102010008005A1 (de) 2011-08-18
US8887677B2 (en) 2014-11-18
CN102762821A (zh) 2012-10-31
US20120298061A1 (en) 2012-11-29
BR112012020163A2 (pt) 2019-09-24

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