US20090120388A1 - Electro-hydraulic hybrid camshaft phaser - Google Patents
Electro-hydraulic hybrid camshaft phaser Download PDFInfo
- Publication number
- US20090120388A1 US20090120388A1 US11/985,125 US98512507A US2009120388A1 US 20090120388 A1 US20090120388 A1 US 20090120388A1 US 98512507 A US98512507 A US 98512507A US 2009120388 A1 US2009120388 A1 US 2009120388A1
- Authority
- US
- United States
- Prior art keywords
- phaser
- hybrid
- rotor
- stator
- camshaft
- 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.)
- Abandoned
Links
Images
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
- F01L1/02—Valve drive
- F01L1/022—Chain 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
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/024—Belt 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
- F01L1/34—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
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/01—Absolute values
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/03—Auxiliary actuators
- F01L2820/032—Electric motors
Definitions
- the present invention relates to camshaft phasers for varying the phase relationship between crankshafts and camshafts in internal combustion engines; more particularly, to such phasers wherein the rotor is actuated either hydraulically or electrically; and most particularly, to a hybrid camshaft phaser (HCP) wherein hydraulic rotor actuation torque is selectively supplemented by electrical actuation torque to improve the speed of response under operating conditions that are borderline for hydraulic actuation alone.
- HCP hybrid camshaft phaser
- Camshaft phasers for varying the phase relationship between the crankshaft and a camshaft of an internal combustion engine are well known.
- a prior art hydraulically actuated camshaft phaser typically comprises a plurality of outwardly-extending vanes on a rotor interspersed with a plurality of inwardly-extending lobes on a stator, forming alternating advance and retard chambers between the vanes and lobes.
- Engine oil pressurized by the engine's oil pump is supplied via a multiport oil control valve (OCV) directed by an engine control module (ECM) to either the advance chambers or the retard chambers as required to meet current or anticipated engine operating conditions.
- OCV oil control valve
- ECM engine control module
- a prior art electrically actuated camshaft phaser typically comprises a DC electric motor coupled through a gearbox transmission to a phaser rotor attached to the engine camshaft.
- the rotor is disposed within a stator driven conventionally by the engine crankshaft and supportive of the motor and gearbox. Operation of the motor serves to vary the phase relationship of the rotor to the stator.
- Some benefits of a typical hydraulic phaser are that it requires relatively little electric current from the engine's electrical system, generally less than about 5 amps; it is hydraulically self-locking of the rotor within the stator at any position; it is capable of defaulting to a specific rotor angle; and it is low in cost.
- Weaknesses are that it is slow to respond under conditions of high oil viscosity (low temperatures, as at startup in some climates) or low oil pressure (low engine speed or hot engine oil); has a limited rotational range of authority; and has delayed phasing operation after engine startup due to time required to fill and stabilize the phaser system.
- Some benefits of a typical electric phaser are very fast cam phasing, if sufficient current is supplied; a wide range of phasing operating temperatures (relative insensitivity to oil or coolant temperatures); prompt phasing, even at engine startup; and insensitivity to oil contamination, a significant problem when using hydraulic phasers on diesel engines.
- Weaknesses are that it is expensive to manufacture, costing several times the cost of a comparable hydraulic phaser; requires high current, typically in the range of 10-15 amps, requiring a separate driver box and complex EMS system; has no inherent default position capability; and requires use of a gearbox transmission having poor efficiency to provide self-locking, resulting in high current demand with a large DC motor.
- camshaft phaser having the mechanical properties of a hydraulic phaser and the response times and operating range of an electric phaser.
- a hybrid camshaft phaser in accordance with the invention comprises a conventional vane-type hydraulically-actuated phaser to which is coupled an electric motor and gearbox.
- the gearbox output shaft is coupled to the phaser rotor.
- the electric motor augments the hydraulic actuation.
- Such conditions include at least low ambient temperatures at which oil viscosities are high, and high ambient temperatures and/or low engine speeds at which oil pressures are low.
- FIG. 1 is an exploded isometric view of an electro-hydraulic hybrid camshaft phaser in accordance with the invention.
- FIG. 2 is an assembled isometric view in cutaway of the hybrid phaser shown in FIG. 1 .
- a first embodiment 100 of an electro-hydraulic hybrid camshaft phaser in accordance with the invention includes a vane-type camshaft phaser 10 comprising a pulley or sprocket 12 for engaging a timing chain or belt (not shown) operated by an engine crankshaft (not shown).
- a stator 14 is disposed against and rotates with pulley/sprocket 12 .
- Stator 14 is provided with a central chamber 16 for receiving a rotor 18 having a hub 20 .
- Hub 20 is provided with a recess coaxial with a central bore in sprocket 12 , allowing access of an end 22 of engine camshaft 24 into rotor hub 20 during mounting of phaser 10 onto an internal combustion engine 26 during assembly thereof.
- Central chamber 16 is closed by a cover plate 28 (omitted from FIG. 2 for clarity) having a central opening 30 , forming advance and retard chambers between the rotor and the stator in chamber 16 .
- a power transmission 31 comprises a planetary gear transmission box 32 having an internal ring gear 34 mounted to stator 12 and containing a plurality of planet gears 36 rotationally mounted on fixed shafts 38 to an output plate 40 having a central output shaft 42 engaged into rotor hub 20 .
- a friction or electromagnetic clutch (not shown) may be disposed between output shaft 42 and rotor hub 20 .
- a sun gear 44 is disposed in mesh with planet gears 36 .
- An electric motor drive 46 shown here generically, has an output shaft 48 to which sun gear 44 is mounted.
- the entire assembly 100 is held together by a plurality of binder screws 50 engaged into threaded bores in stator 14 .
- Power transmission 31 is shown here preferentially as a planetary gear system, although it should be understood that any type of reduction gear transmission is fully contemplated by the invention. Examples of contemplated alternate gear arrangements are spur, helical, harmonic, and cycloidal, which may be single stage or multiple stage.
- a preferred motor arrangement for electric motor drive 46 is a small size pancake DC motor disposed axially or inline, although other motor types and arrangements such as a standard radial or transverse DC motor are fully contemplated by the invention.
- the motor may include brushes or may be brushless.
- electro-hydraulic camshaft phaser 100 is operated like a conventional hydraulic camshaft phaser.
- hydraulic fluid typically in the form of pressurized engine lubricating oil, is supplied to the advance and retard chambers within the phaser to cause the rotor to change rotational phase with the stator, thus changing the rotational phase of the camshaft with respect to the engine crankshaft to achieve desired engine operating characteristics.
- Selective oil flow is typically provided by a spool valve (not shown) controlled by an Engine Control Module (ECM) (not shown).
- ECM Engine Control Module
- the ECM selectively controls the energizing of electric motor drive 46 and also any optional electromagnetic clutch.
- electric motor drive 46 When energized, electric motor drive 46 provides added torque to rotor 18 that complements the available hydraulic torque also applied.
- electric motor drive 46 is energized whenever engine 26 is started, to eliminate the phasing lag characteristic of a hydraulic phaser.
- the electric motor assist is operative.
- the electric motor assist is also operative.
- the operating range of thermal conditions and engine speeds is significantly greater for an electro-hydraulic hybrid phaserin accordance with the present invention than for a prior art hydraulic phaser alone.
- the electric motor assist is de-energized during other engine operating conditions, although full-time or other scheduled energizing of the electric-motor assist is fully contemplated by the invention.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
A hybrid camshaft phaser comprising a conventional vane-type hydraulically-actuated phaser to which is coupled an electric motor and gear transmission. The transmission output shaft is coupled to the phaser rotor, optionally via an intermediate clutch mechanism. Under engine operating conditions in which the response of a hydraulic phaser is poor, the electric motor operates to augment the hydraulic actuation. Such conditions include at least low ambient temperatures at which oil viscosities are high, and high ambient temperatures and/or low engine speeds at which oil pressures are low. Preferably, at engine speeds above about 1500 rpm, the electric motor is de-energized.
Description
- The present invention was supported in part by a U.S. Government Contract, No. DE-FC26-05NT42483. The United States Government may have rights in the present invention.
- The present invention relates to camshaft phasers for varying the phase relationship between crankshafts and camshafts in internal combustion engines; more particularly, to such phasers wherein the rotor is actuated either hydraulically or electrically; and most particularly, to a hybrid camshaft phaser (HCP) wherein hydraulic rotor actuation torque is selectively supplemented by electrical actuation torque to improve the speed of response under operating conditions that are borderline for hydraulic actuation alone.
- Camshaft phasers for varying the phase relationship between the crankshaft and a camshaft of an internal combustion engine are well known.
- A prior art hydraulically actuated camshaft phaser typically comprises a plurality of outwardly-extending vanes on a rotor interspersed with a plurality of inwardly-extending lobes on a stator, forming alternating advance and retard chambers between the vanes and lobes. Engine oil pressurized by the engine's oil pump is supplied via a multiport oil control valve (OCV) directed by an engine control module (ECM) to either the advance chambers or the retard chambers as required to meet current or anticipated engine operating conditions.
- A prior art electrically actuated camshaft phaser typically comprises a DC electric motor coupled through a gearbox transmission to a phaser rotor attached to the engine camshaft. The rotor is disposed within a stator driven conventionally by the engine crankshaft and supportive of the motor and gearbox. Operation of the motor serves to vary the phase relationship of the rotor to the stator.
- Some benefits of a typical hydraulic phaser are that it requires relatively little electric current from the engine's electrical system, generally less than about 5 amps; it is hydraulically self-locking of the rotor within the stator at any position; it is capable of defaulting to a specific rotor angle; and it is low in cost.
- Weaknesses are that it is slow to respond under conditions of high oil viscosity (low temperatures, as at startup in some climates) or low oil pressure (low engine speed or hot engine oil); has a limited rotational range of authority; and has delayed phasing operation after engine startup due to time required to fill and stabilize the phaser system.
- Some benefits of a typical electric phaser are very fast cam phasing, if sufficient current is supplied; a wide range of phasing operating temperatures (relative insensitivity to oil or coolant temperatures); prompt phasing, even at engine startup; and insensitivity to oil contamination, a significant problem when using hydraulic phasers on diesel engines.
- Weaknesses are that it is expensive to manufacture, costing several times the cost of a comparable hydraulic phaser; requires high current, typically in the range of 10-15 amps, requiring a separate driver box and complex EMS system; has no inherent default position capability; and requires use of a gearbox transmission having poor efficiency to provide self-locking, resulting in high current demand with a large DC motor.
- Increasingly strict engine emissions requirements and advanced engine technologies can both benefit from a camshaft phaser having improved speed of response and greater range of temperature and engine speed operation.
- What is needed is a camshaft phaser having the mechanical properties of a hydraulic phaser and the response times and operating range of an electric phaser.
- It is a principal object of the present invention to increase the speed of response and the operating range of a camshaft phaser.
- Briefly described, a hybrid camshaft phaser in accordance with the invention comprises a conventional vane-type hydraulically-actuated phaser to which is coupled an electric motor and gearbox. The gearbox output shaft is coupled to the phaser rotor. Under engine operating conditions in which the speed and/or torque response of a hydraulic phaser is poor, the electric motor augments the hydraulic actuation. Such conditions include at least low ambient temperatures at which oil viscosities are high, and high ambient temperatures and/or low engine speeds at which oil pressures are low.
- The present invention will now be described, by way of example, with reference to the accompanying drawings, in which:
-
FIG. 1 is an exploded isometric view of an electro-hydraulic hybrid camshaft phaser in accordance with the invention; and -
FIG. 2 is an assembled isometric view in cutaway of the hybrid phaser shown inFIG. 1 . - Referring now to
FIGS. 1 and 2 , afirst embodiment 100 of an electro-hydraulic hybrid camshaft phaser in accordance with the invention includes a vane-type camshaft phaser 10 comprising a pulley orsprocket 12 for engaging a timing chain or belt (not shown) operated by an engine crankshaft (not shown). Astator 14 is disposed against and rotates with pulley/sprocket 12.Stator 14 is provided with acentral chamber 16 for receiving arotor 18 having ahub 20.Hub 20 is provided with a recess coaxial with a central bore insprocket 12, allowing access of anend 22 ofengine camshaft 24 intorotor hub 20 during mounting ofphaser 10 onto aninternal combustion engine 26 during assembly thereof.Central chamber 16 is closed by a cover plate 28 (omitted fromFIG. 2 for clarity) having acentral opening 30, forming advance and retard chambers between the rotor and the stator inchamber 16. - A
power transmission 31 comprises a planetarygear transmission box 32 having aninternal ring gear 34 mounted tostator 12 and containing a plurality ofplanet gears 36 rotationally mounted onfixed shafts 38 to anoutput plate 40 having acentral output shaft 42 engaged intorotor hub 20. Optionally, a friction or electromagnetic clutch (not shown) may be disposed betweenoutput shaft 42 androtor hub 20. Asun gear 44 is disposed in mesh withplanet gears 36. - An
electric motor drive 46, shown here generically, has anoutput shaft 48 to whichsun gear 44 is mounted. Theentire assembly 100 is held together by a plurality ofbinder screws 50 engaged into threaded bores instator 14. -
Power transmission 31 is shown here preferentially as a planetary gear system, although it should be understood that any type of reduction gear transmission is fully contemplated by the invention. Examples of contemplated alternate gear arrangements are spur, helical, harmonic, and cycloidal, which may be single stage or multiple stage. - Further, a preferred motor arrangement for
electric motor drive 46 is a small size pancake DC motor disposed axially or inline, although other motor types and arrangements such as a standard radial or transverse DC motor are fully contemplated by the invention. The motor may include brushes or may be brushless. - In operation, electro-
hydraulic camshaft phaser 100 is operated like a conventional hydraulic camshaft phaser. As is well known in the prior art, hydraulic fluid (not shown), typically in the form of pressurized engine lubricating oil, is supplied to the advance and retard chambers within the phaser to cause the rotor to change rotational phase with the stator, thus changing the rotational phase of the camshaft with respect to the engine crankshaft to achieve desired engine operating characteristics. Selective oil flow is typically provided by a spool valve (not shown) controlled by an Engine Control Module (ECM) (not shown). - In addition, the ECM selectively controls the energizing of
electric motor drive 46 and also any optional electromagnetic clutch. When energized,electric motor drive 46 provides added torque torotor 18 that complements the available hydraulic torque also applied. - In a presently preferred operating algorithm,
electric motor drive 46 is energized wheneverengine 26 is started, to eliminate the phasing lag characteristic of a hydraulic phaser. - If the ambient operating temperature of the engine oil is below a predetermined value, for example −7° C., at which temperature oil viscosity may be too high for properly responsive phasing, the electric motor assist is operative.
- Similarly, under conditions of low engine speed and/or high oil temperature wherein engine oil pressure may be too low for responsive phasing, the electric motor assist is also operative.
- Thus, the operating range of thermal conditions and engine speeds is significantly greater for an electro-hydraulic hybrid phaserin accordance with the present invention than for a prior art hydraulic phaser alone. Preferably, the electric motor assist is de-energized during other engine operating conditions, although full-time or other scheduled energizing of the electric-motor assist is fully contemplated by the invention.
- While the invention has been described by reference to various specific embodiments, it should be understood that numerous changes may be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the described embodiments, but will have full scope defined by the language of the following claims.
Claims (9)
1. A hybrid camshaft phaser, comprising:
a) a hydraulic camshaft phaser having a stator and a rotor disposed for rotation within said stator, said hybrid phaser being actuable by injection of a hydraulic fluid into chambers formed between said rotor and said stator; and
b) an electric motor drive operatively connected to said rotor for selectively augmenting actuating torque of said hydraulic camshaft phaser.
2. A hybrid camshaft phaser in accordance with claim 1 wherein said electric motor drive comprises an electric motor and a gear transmission.
3. A hybrid camshaft phaser in accordance with claim 2 wherein said electric motor is selected from the group consisting of axial motor, radial motor, brush, brushless, and combinations thereof.
4. A hybrid camshaft phaser in accordance with claim 2 wherein said gear transmission is selected from the group consisting of spur, helical, planetary, harmonic, and cyclical.
5. A hybrid camshaft phaser in accordance with claim 2 wherein said gear transmission is selected from the group consisting of single stage and multiple stage.
6. A hybrid camshaft phaser in accordance with claim 1 further comprising a clutch disposed between said electric motor drive and said rotor.
7. A hybrid camshaft phaser in accordance with claim 6 wherein said clutch is selected from the group consisting of friction clutch and electromagnetic clutch.
8. An internal combustion engine including a camshaft and a crankshaft wherein a hybrid camshaft phaser is interposed between said crankshaft and said camshaft, wherein said hybrid camshaft phaser includes
a hydraulic camshaft phaser having a stator driven by said crankshaft and a rotor disposed for rotation within said, stator and attached to said camshaft, said hydraulic camshaft phaser being actuable by injection of a hydraulic fluid into chambers formed between said rotor and said stator, and
an electric motor drive coupled to said rotor for selectively augmenting actuating torque of said hydraulic camshaft phaser.
9. A hybrid electro-hydraulic phaser, for shifting the angular phase of a first shaft relative to a second shaft comprising:
a) a stator rotatable by one of said first and second shafts;
b) a rotor disposed for rotation within said stator and rotatable with the other of said first and second shafts, said hybrid phaser being actuable by injection of a hydraulic fluid into chambers formed between said rotor and said stator; and
c) an electric motor drive operatively connected to one of said rotor and said stator for selectively augmenting actuating torque of said phaser.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/985,125 US20090120388A1 (en) | 2007-11-14 | 2007-11-14 | Electro-hydraulic hybrid camshaft phaser |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/985,125 US20090120388A1 (en) | 2007-11-14 | 2007-11-14 | Electro-hydraulic hybrid camshaft phaser |
Publications (1)
Publication Number | Publication Date |
---|---|
US20090120388A1 true US20090120388A1 (en) | 2009-05-14 |
Family
ID=40622530
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/985,125 Abandoned US20090120388A1 (en) | 2007-11-14 | 2007-11-14 | Electro-hydraulic hybrid camshaft phaser |
Country Status (1)
Country | Link |
---|---|
US (1) | US20090120388A1 (en) |
Cited By (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8622859B2 (en) | 2009-06-10 | 2014-01-07 | Czero Holding Company, Llc | Systems and methods for hybridization of a motor vehicle using hydraulic components |
EP2927441A1 (en) * | 2014-04-01 | 2015-10-07 | Delphi Technologies, Inc. | Electrically actuated camshaft phaser |
WO2015200190A1 (en) * | 2014-06-25 | 2015-12-30 | Borgwarner Inc. | Camshaft phaser systems and locking phasers for the same |
US9617878B2 (en) * | 2015-02-04 | 2017-04-11 | Delphi Technologies, Inc. | Camshaft phaser and actuator for the same |
US20190193560A1 (en) * | 2016-07-05 | 2019-06-27 | Zf Friedrichshafen Ag | Auxiliary power take-off assembly |
WO2019134732A1 (en) * | 2018-01-02 | 2019-07-11 | HELLA GmbH & Co. KGaA | Actuating device for a camshaft timing apparatus |
DE102018109027A1 (en) | 2018-04-17 | 2019-10-17 | Schaeffler Technologies AG & Co. KG | Adjustment device for a camshaft adjuster |
US20200080448A1 (en) * | 2018-09-12 | 2020-03-12 | Schaeffler Technologies AG & Co. KG | Camshaft adjusting system having camshaft adjusters which are arranged radially and axially inside one another |
US11041413B2 (en) * | 2019-05-09 | 2021-06-22 | Mechadyne International Ltd. | Hybrid dual electric and hydraulically operated phaser |
CN113646510A (en) * | 2019-04-15 | 2021-11-12 | 舍弗勒技术股份两合公司 | Electric camshaft phaser motor-generator |
US11274577B2 (en) * | 2018-11-08 | 2022-03-15 | Borgwarner, Inc. | Variable camshaft timing assembly |
US11352917B2 (en) * | 2017-08-07 | 2022-06-07 | HELLA GmbH & Co. KGaA | Apparatus for camshaft timing adjustment with built in pump |
US11454141B1 (en) | 2021-11-09 | 2022-09-27 | Borgwarner Inc. | Torque limited variable camshaft timing assembly |
US11454140B1 (en) | 2021-11-09 | 2022-09-27 | Borgwarner Inc. | Torque-limiting rotor coupling for an electrically-actuated camshaft phaser |
US11560815B1 (en) | 2022-06-02 | 2023-01-24 | Borgwarner Inc. | Compliant coupling for electrically-controlled variable camshaft timing assembly |
US11940030B1 (en) * | 2022-10-24 | 2024-03-26 | Borgwarner Inc. | Torque-limiting torsion gimbal |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040083997A1 (en) * | 2002-10-30 | 2004-05-06 | Denso Corporation | Actuator having drive cam and valve lift controller using the actuator |
US20060037568A1 (en) * | 2004-08-17 | 2006-02-23 | Nissan Motor Co., Ltd. | Intake valve control system and method for internal combustion engine |
-
2007
- 2007-11-14 US US11/985,125 patent/US20090120388A1/en not_active Abandoned
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040083997A1 (en) * | 2002-10-30 | 2004-05-06 | Denso Corporation | Actuator having drive cam and valve lift controller using the actuator |
US20060037568A1 (en) * | 2004-08-17 | 2006-02-23 | Nissan Motor Co., Ltd. | Intake valve control system and method for internal combustion engine |
Cited By (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8622859B2 (en) | 2009-06-10 | 2014-01-07 | Czero Holding Company, Llc | Systems and methods for hybridization of a motor vehicle using hydraulic components |
EP2927441A1 (en) * | 2014-04-01 | 2015-10-07 | Delphi Technologies, Inc. | Electrically actuated camshaft phaser |
WO2015200190A1 (en) * | 2014-06-25 | 2015-12-30 | Borgwarner Inc. | Camshaft phaser systems and locking phasers for the same |
US9771839B2 (en) | 2014-06-25 | 2017-09-26 | Borgwarner Inc. | Camshaft phaser systems and locking phasers for the same |
DE112015002518B4 (en) * | 2014-06-25 | 2017-11-16 | Borgwarner Inc. | Camshaft adjuster systems and associated adjuster with lock |
US9617878B2 (en) * | 2015-02-04 | 2017-04-11 | Delphi Technologies, Inc. | Camshaft phaser and actuator for the same |
US20190193560A1 (en) * | 2016-07-05 | 2019-06-27 | Zf Friedrichshafen Ag | Auxiliary power take-off assembly |
US11352917B2 (en) * | 2017-08-07 | 2022-06-07 | HELLA GmbH & Co. KGaA | Apparatus for camshaft timing adjustment with built in pump |
US11118488B2 (en) | 2018-01-02 | 2021-09-14 | HELLA GmbH & Co. KGaA | Actuating device for a camshaft timing apparatus |
WO2019134732A1 (en) * | 2018-01-02 | 2019-07-11 | HELLA GmbH & Co. KGaA | Actuating device for a camshaft timing apparatus |
DE102018109027B4 (en) | 2018-04-17 | 2024-04-25 | Schaeffler Technologies AG & Co. KG | Adjustment device for a camshaft adjuster |
DE102018109027A1 (en) | 2018-04-17 | 2019-10-17 | Schaeffler Technologies AG & Co. KG | Adjustment device for a camshaft adjuster |
US20200080448A1 (en) * | 2018-09-12 | 2020-03-12 | Schaeffler Technologies AG & Co. KG | Camshaft adjusting system having camshaft adjusters which are arranged radially and axially inside one another |
US10781724B2 (en) * | 2018-09-12 | 2020-09-22 | Schaeffler Technologies AG & Co. KG | Camshaft adjusting system having camshaft adjusters which are arranged radially and axially inside one another |
US11274577B2 (en) * | 2018-11-08 | 2022-03-15 | Borgwarner, Inc. | Variable camshaft timing assembly |
CN113646510A (en) * | 2019-04-15 | 2021-11-12 | 舍弗勒技术股份两合公司 | Electric camshaft phaser motor-generator |
US11041413B2 (en) * | 2019-05-09 | 2021-06-22 | Mechadyne International Ltd. | Hybrid dual electric and hydraulically operated phaser |
US11454140B1 (en) | 2021-11-09 | 2022-09-27 | Borgwarner Inc. | Torque-limiting rotor coupling for an electrically-actuated camshaft phaser |
US11454141B1 (en) | 2021-11-09 | 2022-09-27 | Borgwarner Inc. | Torque limited variable camshaft timing assembly |
US11560815B1 (en) | 2022-06-02 | 2023-01-24 | Borgwarner Inc. | Compliant coupling for electrically-controlled variable camshaft timing assembly |
US11940030B1 (en) * | 2022-10-24 | 2024-03-26 | Borgwarner Inc. | Torque-limiting torsion gimbal |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20090120388A1 (en) | Electro-hydraulic hybrid camshaft phaser | |
US7421990B2 (en) | Harmonic drive camshaft phaser | |
US8800513B2 (en) | Axially compact coupling for a camshaft phaser actuated by electric motor | |
EP2539556B1 (en) | Electrical camshaft phaser with energy recovery | |
US8322318B2 (en) | Harmonic drive camshaft phaser with phase authority stops | |
EP2386732B1 (en) | Harmonic drive camshaft phaser with a compact drive sprocket | |
US8371257B2 (en) | Engine with dual cam phaser for concentric camshaft | |
US8682564B2 (en) | Camshaft position sensing in engines with electric variable cam phasers | |
US8726865B2 (en) | Harmonic drive camshaft phaser using oil for lubrication | |
CN102439265B (en) | Phaser assembly for an internal combustion engine | |
US7475661B2 (en) | Camshaft phaser having a differential bevel gear system | |
US8627795B2 (en) | Camshaft arrangement | |
US7562645B2 (en) | Electromechanical camshaft phaser having a worm gear drive with a hypoid gear actuator | |
EP1571301B1 (en) | Valve characteristic changing apparatus for internal combustion engine | |
KR101209725B1 (en) | Continuous variable valve timing apparatus | |
JP2005061261A (en) | Variable valve system for internal combustion engine | |
JP5391461B2 (en) | Camshaft unit | |
US9188030B2 (en) | Internal combustion engine with variable valve opening characteristics | |
US6736094B2 (en) | VCT solenoid dither frequency control | |
EP1801367A1 (en) | Variable cam phaser apparatus | |
CN108223033B (en) | Camshaft deactivation system for internal combustion engine | |
KR20110104009A (en) | Compact electric cam phaser | |
EP2009254A1 (en) | Variable cam phaser apparatus | |
CN101344023A (en) | Integration type air valve timing continuous regulating mechanism of petrol engine | |
JPH11159311A (en) | Adjuster for internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: DELPHI TECHNOLOGIES, INC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:LEE, JONGMIN;TAYE, ELIAS;REEL/FRAME:020168/0187 Effective date: 20071112 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |