EP2539555B1 - Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne - Google Patents

Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne Download PDF

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Publication number
EP2539555B1
EP2539555B1 EP11702165.9A EP11702165A EP2539555B1 EP 2539555 B1 EP2539555 B1 EP 2539555B1 EP 11702165 A EP11702165 A EP 11702165A EP 2539555 B1 EP2539555 B1 EP 2539555B1
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EP
European Patent Office
Prior art keywords
sliding guide
internal combustion
combustion engine
drive
guide depression
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.)
Active
Application number
EP11702165.9A
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German (de)
English (en)
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EP2539555A2 (fr
Inventor
Jürgen Weber
Rainer Ottersbach
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
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Schaeffler Technologies AG and Co KG
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Publication of EP2539555A2 publication Critical patent/EP2539555A2/fr
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Publication of EP2539555B1 publication Critical patent/EP2539555B1/fr
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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
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/01—Cooling

Definitions

  • the invention relates to a device for variably setting the timing of gas exchange valves of an internal combustion engine with a drive element which can be brought into drive connection with a crankshaft of the internal combustion engine, an output element which is arranged in drive connection with a camshaft of the internal combustion engine and pivotally mounted to the drive element, and at least one side cover, which is arranged on an axial side surface of the output element or the drive element and rotatably connected to the drive element or the driven element and having a disc-shaped portion, wherein the disc-shaped portion has an open to the input or the output element sliding recess, in a Stop element is arranged, and wherein the slot recess and the stop element form a backdrop into which a locking element can engage.
  • devices for variable adjustment of the timing of gas exchange valves are used to adjust the phase relation between a crankshaft and a camshaft in a defined angular range, between a maximum early and a maximum late position variable.
  • the device is integrated in a drive train via which torque is transmitted from the crankshaft to the camshaft.
  • This drive train can be realized for example as a belt, chain or gear drive.
  • the device is rotationally fixed connected to a camshaft and may, for example, have one or more pressure chambers, by means of which the phase relation between the crankshaft and the camshaft can be selectively changed by pressure medium.
  • Such a device is for example from the DE 10 2006 020 314 A1 known.
  • the device has a drive element, an output element and two side covers, wherein the drive element is in driving connection with a crankshaft and the output element is non-rotatably attached to a camshaft.
  • the output element is arranged pivotable in a defined angular interval to the drive element.
  • the drive element, the output element and the side cover define a plurality of pressure chambers, which are divided by wings in opposing pressure chambers.
  • the pressure chambers form a hydraulic actuator, by means of which the phase angle between the driven element and the drive element can be variably adjusted.
  • the side covers are arranged on the axial side surfaces of the output element and the drive element and rotatably connected by screws with the drive element.
  • bores are introduced into the driven element, which extend starting from a central opening of the driven element in the radial direction and open into the pressure chambers.
  • the device has a locking mechanism comprising a gate and a spring-loaded locking element.
  • the scenery is formed by a depression in the formed as a solid casting side cover and arranged in the recess, hardened insert element.
  • the recess In order to ensure a flush conclusion between the axial side surface of the side cover and the insert element, the recess must be reworked by machining.
  • the locking element is disposed axially displaceable within a receptacle which is formed within the driven element. Stand the backdrop and the locking element in the axial direction opposite, so the locking element can engage in the gate and mechanically couple the output member with the drive element. To release the locking of the backdrop pressure medium is supplied, which pushes back the locking element into the receptacle.
  • the insert element provides a stop surface for the locking element, so that only the insert element must have a high strength and the side cover can be made of less expensive materials.
  • the introduction of force from the insert element to the side cover succeeds over a two-dimensional contact, so that the load at this point is lower than in the line contact between the locking element and the insert element.
  • the present invention has for its object to provide a cost-effective and weight-optimized device.
  • a bottom of the slot recess has a flat contact surface against which abuts the stop element, wherein the contact surface spaced from an edge of the slot recess and the depth of the contact surface is designed to be less than a maximum depth of the slot recess.
  • the device has a drive element and an output element, wherein the drive element is driven by a crankshaft of the internal combustion engine and the output element drives a camshaft of the internal combustion engine.
  • the drive element can be in drive connection with the crankshaft, for example, by means of a traction mechanism or gear drive.
  • the output member may be rotatably connected to the camshaft, for example.
  • the output element is pivotable in a predetermined angular interval to the drive element.
  • the device may for example have a hydraulic actuator with at least one pressure chamber.
  • a side cover is provided which is rotatably connected to one of these components.
  • the side cover on a disc-shaped portion, optionally with a central opening, which seals, for example, the pressure chambers in the axial direction.
  • the disc-shaped portion has a slot recess, in which a separately manufactured stop element is fixed.
  • the gate recess and the stop element form a backdrop, in which a locking element can engage, which is arranged in a pivotable to the side cover component of the device.
  • the output element is mechanically coupled to the drive element.
  • the drive torque of the crankshaft is transmitted via the locking element and the stop element from the drive element to the output element.
  • the introduction of force takes place on the one hand between the locking element and the stop element, usually via a line contact, and the stop element and an axially extending boundary wall of the slot recess over a flat contact.
  • the side cover can be made of less expensive materials, since the load is lower due to the surface contact between the stop element and the side cover.
  • the bottom of the slot recess has a flat contact surface, against which the stop element.
  • the contact surface is arranged at a distance from an edge of the slot recess, wherein the depth of the contact surface is made smaller than a maximum depth of the slot recess. It can be provided that the depth of the contact surface is formed less than a depth in the edge region of the slot recess.
  • Under the edge of the slot recess is to be understood to be adjacent to the axially extending boundary walls of the slot recess area of the slot recess. Under the depth of the axial distance between the output member and the drive element or facing side surface of the disc-shaped Section and the respective point of the bottom of the gate recess.
  • the abutment surface can be formed in the manufacturing process of the disc-shaped portion with high dimensional accuracy.
  • it may be provided to produce the disc-shaped portion by means of a deep-drawing process, by means of which at the same time the slide recess and the contact surface are formed.
  • the disc-shaped portion can be produced by means of a deep-drawing process, by means of which at the same time the slide recess is formed and subsequently form the contact surface by means of an embossing method.
  • the dimensions can be reliably realized during the manufacturing process, so that complex machining post-processing steps of the slide recess can be omitted and the stop element nevertheless terminates flush with the side surface of the first side cover.
  • edge of the slot recess spaced and protruding from the bottom contact surface ensures that the stop member during its installation is not immersed in the region of a radius formed in the transition region between the bottom and the axially extending boundary wall of the slot recess.
  • an exact positioning of the stop element in the slot recess is possible, with damage to the wall is avoided.
  • a frictional connection between the axially extending boundary wall and the stop element can be produced.
  • fabric or form-fitting connections Compared to solid (cast) side covers such a thin-walled sheet metal lid or a plastic lid can be used, whereby the weight and the manufacturing cost can be reduced.
  • the slide recess on the side facing away from the drive element of the disc-shaped portion forms a bulge.
  • the stop element projects beyond the contact surface in the direction of the backdrop.
  • the stop element is positioned by the system on the contact surface, wherein the contact surface does not extend into the contact region between the stop element and the locking element. This ensures that the locking element comes exclusively to the stop element to the plant and the power transmission does not take place directly between the side cover and the locking element.
  • the stop element may have at least one groove for guiding the pressure medium on the side surface lying against the contact surface, so that, for example, the slide or a pressure medium line to one of the pressure chambers can be supplied with pressure medium.
  • FIG. 1 schematically an internal combustion engine 1 is sketched, wherein a seated on a crankshaft 2 piston 3 is indicated in a cylinder 4.
  • the crankshaft 2 is in the illustrated embodiment via a respective traction drive 5 with an intake camshaft 6 and exhaust camshaft 7 in combination, wherein a first and a second device 11 for the variable adjustment of the timing of gas exchange valves 9, 10 for a relative rotation between the crankshaft 2 and the Camshafts 6, 7 can provide.
  • Cams 8 of the camshafts 6, 7 actuate one or more intake gas exchange valves 9 or one or more exhaust gas exchange valves 10.
  • FIGS. 2 and 3 show a device 11 according to the invention in the longitudinal or cross section.
  • the device 11 has a drive element 13, an output element 14 and two side covers 15, 16, which are arranged on axial side surfaces of the drive member 13 and secured by screws 12 thereto.
  • the output element 14 is designed in the form of an impeller and has a substantially cylindrically designed hub member 17, extending from the outer cylindrical surface area wings 18 in the radial direction outwards.
  • projections 20 extend radially inwards.
  • the drive element 13 is mounted by means of radially inner circumferential walls of the projections 20 relative to the output element 14 rotatably mounted on this.
  • the drive element 13 is provided with a belt pulley 21, via which torque can be transmitted from the crankshaft 2 to the drive element 13 by means of a belt drive (not shown).
  • the output member 14 is rotatably connected by means of a central screw 22 with the camshaft 6, 7.
  • pressure chambers 23 are formed between each two circumferentially adjacent projections.
  • Each of the pressure spaces 23 is circumferentially bounded by adjacent projections 20, axially of the side covers 15, 16, radially inwardly of the hub member 17, and radially outward of the peripheral wall 19.
  • In each of the pressure chambers 23 protrudes a wing 18, wherein the wings 18 bear against both the side covers 15, 16, and on the peripheral wall 19.
  • Each wing 18 thus divides the respective pressure chamber 23 into two counteracting pressure chambers 24, 25th
  • the output element 14 is arranged rotatably in a defined Winkelbreich to the drive element 13.
  • the angular range is limited in a direction of rotation of the output element 14 in that each of the vanes 18 abuts an early stop 26.
  • the angular range in the other direction of rotation is limited by the fact that each of the wings 18 comes to rest on a late stop 27.
  • phase position of the drive element 13 to the output element 14 (and thus the phase angle of the camshaft 6, 7 to the crankshaft 2) can be varied.
  • phase position can be kept constant become.
  • the camshaft 6, 7 has a central pressure medium line 28 and a plurality of axially parallel pressure medium lines 29, which extend in the axial direction.
  • the pressure medium lines 28, 29 communicate via annular grooves 30a, b, which are formed on an outer circumferential surface of the camshaft 6, 7, with a control valve, not shown.
  • the axially parallel pressure medium lines 29 communicate via radial bores 39 with a first group of pressure chambers 24.
  • the central pressure medium line 28 extends through the central screw 22 to the side of the output element 14 facing away from the camshaft 6, 7 and opens into a closed space 31, which is sealed by a plug 32.
  • the FIGS. 4 to 6 show the first side cover 15 in different views.
  • the first side cover 15 has a disk-shaped portion 33 with a central opening 34 and consists of a steel sheet.
  • a plurality of recesses 35a-c are formed on the side surface facing away from the output element 14 ( FIG. 5 ).
  • a first protrusion 35a extends annularly around the central opening 34.
  • five second protrusions 35b are provided which are rib-shaped and extend radially outward from the first protrusion 35a.
  • a third bulge 35c adjoins the first bulge 35a in the area of one of the second bulges 35b and covers a portion of the disc-shaped section 33 between two of the second bulges 35b.
  • the bulges 35a-c By the bulges 35a-c, the surface of the first side cover 15 is increased, so that the cooling of the device 11 is improved. In addition, during operation of the internal combustion engine 1, the bulges 35a-c generate air turbulences in the region of the first side cover 15, thereby further improving its cooling. Overall, this leads to a lower thermal Loading of the first side cover 15 and a more effective cooling of existing in the device 11 pressure fluid, usually engine oil of the internal combustion engine. 1
  • the protrusions 35a-c increase the rigidity of the first side cover 15, whereby the sealing of the pressure chambers 24, 25 can be improved or the first side cover 15 can be made thinner walled.
  • a corresponding first depressions 36a, corresponding second depressions 36b and a slide recess 36c are formed on the side surface of the disk-shaped portion 33 facing the output element 14 (FIG. FIG. 4 ).
  • the first recess 36a is formed in the form of an annular channel and communicates with the central pressure medium line 28 via the space 31.
  • the second recesses 36b are in the form of radially extending grooves which open into the first recess 36a and are connected to a second group of Pressure chambers 25 communicate.
  • pressure medium is conveyed to the control valve, not shown, via a pressure medium pump, not shown. If a phase adjustment in the direction of early control times requested by the engine control, then pressure medium from the control valve, not shown via the annular groove 30a, the paraxial pressure medium lines 29 and the radial bores 39 to the first pressure chambers 24. At the same pressure medium from the second pressure chambers 25 via the second recesses 36 b, the first recess 36 a, the space 31, the central pressure medium line 28 and the annular groove 30 b discharged to the control valve and discharged from there into a tank of the internal combustion engine 1. Thus, the wings 18 are urged in the direction of the early stops 26 and adjusted the timing in the direction early.
  • pressure medium from the control valve passes At the same time, pressure medium from the first pressure chambers 24 via the radial bores 39, the paraxial pressure medium lines 29 and the annular groove on the annular groove 30b, the central pressure medium line 28, the space 31, the first recess 36a and the second recesses 36b in the second pressure chambers 30 a discharged to the control valve and ejected from there into a tank of the internal combustion engine 1.
  • the wings 18 are urged in the direction of the late stops 27 and adjusted the timing in the late direction.
  • the supply of pressure medium to or the removal of pressure medium from the second pressure chambers 25 thus takes place via the first and second depressions 36 a, b, which are formed on the disk-shaped portion 33 of the first side cover 15.
  • the otherwise usual radial bores within the output element 14, which must be introduced by means of machining Nachbearbeitungs Kunststoffe in a blank, can be omitted, whereby its manufacturing cost is significantly reduced.
  • the device 11 further comprises a locking mechanism, by means of which a releasable mechanical connection between the driven element 14 and the drive element 13 can be produced.
  • the driven element 14 has a receptacle 37, in which an axially displaceable locking element 38 is accommodated.
  • the locking element 38 is acted upon by means of a compression spring with a force in the direction of the disk-shaped portion 33.
  • the sliding recess 36c is made with an excess of the locking element 38 and receives a stop element 40.
  • the stop element 40 and the guide recess 36c delimit a slide into which the locking element 38 can engage when facing the slide in the axial direction.
  • the bottom of the cup-shaped slot recess 36c has a plane bearing surface 43 (FIG. FIG. 7 ) on.
  • the abutment surface 43 is spaced from the edge of the Kulissenvertie-tion 36 c, that is, from the axially extending boundary walls of the guide recess 36 c, executed.
  • the depth of the contact surface 43 that is, the axial distance from the side facing the driven element 14 side surface of the disk-shaped portion 33, designed to be smaller than the depth of the slide recess 36c in the adjacent edge regions, so that a circumferential groove 35 around the contact surface is formed.
  • the stop element 40 is non-positively connected to the slide recess 36 c, wherein an axial side surface of the stop element 40 bears against the contact surface 43.
  • the plateau-shaped contact surface 43 ensures that the stop member 40 does not engage in the edge region of the guide recess 36c, which typically has a radius.
  • the contact surface 43 advantageously projects beyond the radius region, so that the stop element 40 can be fitted flush with the side surface of the disk-shaped portion 33 without damaging the slide recess 36c, whereby a non-positive connection between the stopper member 40 and the axially extending walls of the slide recess 36c made can be.
  • the stop element 40 projects beyond the contact surface 43 in the direction of the slide, so that the locking element 38 can only come into contact with the stop element 40 and not with the contact surface 43. If the locking element 38 engages in the slot, the introduction of force usually takes place via a line contact. In the illustrated embodiment, this line contact between the locking member 38 and the stopper member 40 is made, which has a higher strength than the disc-shaped portion 33. From the stop member 40, the force is applied to the disc-shaped portion 33 via a flat contact, so that the load is lower at this point. Thus, the disk-shaped portion 33 can be made of a less expensive material and only the stopper member 40 is to be provided with a higher strength. There the stop element 40 projects beyond the abutment face 43 in the direction of the link ensures that the force of the locking element 38 is transmitted exclusively to the stop element 40.
  • the stop element 40 has two grooves 41, 42 on a side face facing the contact surface 43.
  • the first groove 41 connects the first recess 36a with the second recess 36b, which adjoins the slot recess 36c 40, so that the pressure medium supply of this second recess 36b and thus the corresponding pressure chamber 25 via the first groove 41.
  • the second groove 42 connects the first groove 41 with the gate and thus provides their pressure medium supply, for releasing the mechanical connection between the drive member 13 and the output member 14, safe.
  • the grooves 41, 42 may alternatively or additionally be formed in the slot depression 36c in the region of the stop element 40.
  • the bulges 35a-c and the corresponding recesses 36a-c can be produced cost-neutral.
  • the first side cover 15 can be produced, for example, by means of a deep-drawing method from a sheet-metal blank, wherein the guide recess 36c and the contact surface 43 can be formed simultaneously with this method.
  • the first side cover 15 including the sliding recess 36c can be produced by a deep-drawing process and the contact surface 43 can be formed by embossing in a further working step.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (8)

  1. Dispositif (11) de réglage variable des temps de commande de soupapes d'échange des gaz (9, 10) d'un moteur à combustion interne (1), comprenant :
    - un élément d'entraînement (13) qui peut être amené en liaison d'entraînement avec un vilebrequin (2) du moteur à combustion interne (1),
    - un élément de sortie (14) qui peut être amené en liaison d'entraînement avec un arbre à cames (6, 7) du moteur à combustion interne (1) et qui est disposé de manière pivotante par rapport à l'élément d'entraînement (13),
    - et au moins un couvercle latéral (15), qui est disposé sur une surface latérale axiale de l'élément de sortie (14) ou de l'élément d'entraînement (13) et qui est connecté de manière solidaire en rotation à l'élément d'entraînement (13) ou à l'élément de sortie (14) et présente une portion (33) en forme de disque,
    - la portion (33) en forme de disque comprenant un renfoncement de coulisse (36c) ouvert pour l'élément d'entraînement ou de sortie (13, 14), dans lequel renfoncement de coulisse est disposé un élément de butée (40), et le renfoncement de coulisse (36c) et l'élément de butée (40) constituant une coulisse dans laquelle peut venir en prise un élément de verrouillage (38),
    caractérisé en ce que
    - un fond du renfoncement de coulisse (36c) comprend une surface d'appui plane (43) contre laquelle s'applique l'élément de butée (40), la surface d'appui (43) étant disposée à distance d'un bord du renfoncement de coulisse (36c) et la profondeur de la surface d'appui (43) étant réalisée de manière à être inférieure à une profondeur maximale du renfoncement de coulisse (36c),
    - le couvercle latéral (15) étant fabriqué au moyen d'un procédé de façonnage sans enlèvement de copeaux.
  2. Dispositif (11) selon la revendication 1, caractérisé en ce que la profondeur de la surface d'appui (43) est réalisée de manière à être inférieure à une profondeur dans la région de bord du renfoncement de coulisse (36c).
  3. Dispositif (11) selon la revendication 1, caractérisé en ce que le renfoncement de coulisse (36c) constitue un renflement (35c) sur le côté de la portion (33) en forme de disque opposé à l'élément d'entraînement (14).
  4. Dispositif (11) selon la revendication 1, caractérisé en ce que l'élément de butée (40) est relié par force au renfoncement de coulisse (36c).
  5. Dispositif (11) selon la revendication 1, caractérisé en ce que l'élément de butée (40) dépasse au-delà de la surface d'appui (43) dans la direction de la coulisse.
  6. Dispositif (11) selon la revendication 1, caractérisé en ce que l'élément de butée (40) comprend, sur la surface latérale s'appliquant contre la surface d'appui (43), au moins une rainure (41, 42) de guidage de fluide sous pression.
  7. Dispositif (11) selon la revendication 1, caractérisé en ce que la portion (33) en forme de disque est fabriquée au moyen d'un procédé d'emboutissage profond au moyen duquel le renfoncement de coulisse (36c) et la surface d'appui (43) sont réalisés en même temps.
  8. Dispositif (11) selon la revendication 1, caractérisé en ce que la portion (33) en forme de disque est fabriquée au moyen d'un procédé d'emboutissage profond au moyen duquel le renfoncement de coulisse (36c) est réalisé en même temps, et la surface d'appui (43) est réalisée ensuite au moyen d'un procédé d'estampage.
EP11702165.9A 2010-02-26 2011-01-25 Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne Active EP2539555B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010009393 DE102010009393A1 (de) 2010-02-26 2010-02-26 Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
PCT/EP2011/050970 WO2011104054A2 (fr) 2010-02-26 2011-01-25 Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2539555A2 EP2539555A2 (fr) 2013-01-02
EP2539555B1 true EP2539555B1 (fr) 2013-12-25

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EP11702165.9A Active EP2539555B1 (fr) 2010-02-26 2011-01-25 Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US8978607B2 (fr)
EP (1) EP2539555B1 (fr)
CN (1) CN102782263B (fr)
DE (1) DE102010009393A1 (fr)
WO (1) WO2011104054A2 (fr)

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DE102011086236B4 (de) 2011-11-14 2017-03-09 Schaeffler Technologies AG & Co. KG Verbindung zwischen einem Stirnrad und einer Zahnwelle einer Nockenwellenverstelleinheit
DE102012203114B4 (de) 2012-02-29 2020-06-18 Schaeffler Technologies AG & Co. KG Einlegeteil für Nockenwellenversteller mit Mittenverriegelung, sowie Steuertrieb und Verbrennungskraftmaschine damit
US10167747B2 (en) * 2016-10-28 2019-01-01 Schaeffler Technologies AG & Co. KG Sheet metal locking cover for a cam phaser
DE102017115781A1 (de) * 2017-07-13 2018-05-17 Schaeffler Technologies AG & Co. KG Nockenwellenverstellvorrichtung für einen trockenen Riementrieb

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JP3736489B2 (ja) 2002-03-27 2006-01-18 株式会社デンソー バルブタイミング調整装置の制御方法
US6883478B2 (en) * 2003-05-16 2005-04-26 Delphi Technologies Inc. Fast-acting lock pin assembly for a vane-type cam phaser
DE102004050236A1 (de) * 2004-10-15 2006-05-11 Daimlerchrysler Ag Hydraulischer Nockenwellenversteller für eine Nockenwelle einer Brennkraftmaschine
US7497193B2 (en) * 2006-01-18 2009-03-03 Hydraulik-Ring Gmbh Rotor of a camshaft adjuster
JP4484843B2 (ja) * 2006-04-28 2010-06-16 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置
DE102006020314A1 (de) 2006-05-03 2007-11-08 Schaeffler Kg Verriegelungselement für Nockenwellenversteller
JP4779800B2 (ja) * 2006-05-23 2011-09-28 トヨタ自動車株式会社 車両およびその制御方法
JP4349454B2 (ja) * 2007-09-04 2009-10-21 株式会社デンソー バルブタイミング調整装置
JP4518147B2 (ja) * 2008-01-07 2010-08-04 株式会社デンソー バルブタイミング調整装置
JP4851475B2 (ja) * 2008-02-08 2012-01-11 株式会社デンソー バルブタイミング調整装置
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CN101293577A (zh) 2008-06-19 2008-10-29 庄培战 平托盘
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JP2012097594A (ja) * 2010-10-29 2012-05-24 Hitachi Automotive Systems Ltd 内燃機関のバルブタイミング制御装置
DE102010063700A1 (de) * 2010-12-21 2012-06-21 Schaeffler Technologies Gmbh & Co. Kg Nockenellenversteller
JP2012237196A (ja) * 2011-05-10 2012-12-06 Hitachi Automotive Systems Ltd 内燃機関のバルブタイミング制御装置
US8387578B2 (en) * 2011-06-14 2013-03-05 Delphi Technologies, Inc. Camshaft phaser with dual lock pins and a passage within the camshaft phaser connecting the lock pins
DE102012200756A1 (de) * 2012-01-19 2013-07-25 Schaeffler Technologies AG & Co. KG Gebauter Kunststoffrotor mit integrierter Patrone und Federeinhängung

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WO2011104054A3 (fr) 2011-10-20
CN102782263B (zh) 2016-01-20
US8978607B2 (en) 2015-03-17
WO2011104054A2 (fr) 2011-09-01
US20130047943A1 (en) 2013-02-28
EP2539555A2 (fr) 2013-01-02
CN102782263A (zh) 2012-11-14
DE102010009393A1 (de) 2011-09-01

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