WO2012059252A1 - Rotor destiné à un déphaseur d'arbre à cames et déphaseur d'arbre à cames - Google Patents

Rotor destiné à un déphaseur d'arbre à cames et déphaseur d'arbre à cames Download PDF

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Publication number
WO2012059252A1
WO2012059252A1 PCT/EP2011/064332 EP2011064332W WO2012059252A1 WO 2012059252 A1 WO2012059252 A1 WO 2012059252A1 EP 2011064332 W EP2011064332 W EP 2011064332W WO 2012059252 A1 WO2012059252 A1 WO 2012059252A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
cover
base body
oil
oil passages
Prior art date
Application number
PCT/EP2011/064332
Other languages
German (de)
English (en)
Inventor
Rainer Ottersbach
Jürgen Weber
Original Assignee
Schaeffler Technologies AG & 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 & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to US13/879,910 priority Critical patent/US20130199479A1/en
Priority to CN2011800531683A priority patent/CN103210186A/zh
Publication of WO2012059252A1 publication Critical patent/WO2012059252A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—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
    • F01L2001/34479—Sealing of phaser devices
    • 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

Definitions

  • the invention relates to a rotor for a camshaft adjuster comprising a hub part with an oil supply, at least one radially arranged on the hub part wing and extending through the hub part and fluidly connected to the oil supply oil passages.
  • the invention further relates to a camshaft adjuster for adjusting the rotational angle of a camshaft relative to a crankshaft of a motor, with such a rotor.
  • camshafts are used to actuate the so-called gas exchange valves.
  • the cams of the camshafts are usually on cam followers, such as bucket tappets, rocker arms or rocker arms. If a camshaft is rotated, the cams roll on the cam sequences, which in turn actuate the gas exchange valves. Due to the position and the shape of the cams thus both the opening duration and the opening amplitude, but also the opening and closing times of the gas exchange valves are fixed.
  • camshaft timing The angular displacement of the camshaft with respect to a crankshaft to achieve optimized timing for different speed and load conditions is referred to as camshaft timing.
  • a constructive variant of a camshaft adjuster operates, for example, according to the so-called swivel motor principle.
  • a stator and a rotor are provided, which are coaxial and are movable relative to each other.
  • the stator and the rotor together form hydraulic chambers, here simply called chambers.
  • a pair of chambers is in each case bounded by webs of the stator and divided by a respective wing of the rotor into two mutually opposite chambers whose volume is changed in opposite directions by a relative rotational movement of the rotor to the stator.
  • the relative rotational movement of the rotor is effected by an adjustment of the wing by a hydraulic medium, such as oil, is introduced via channels in the chambers and pushes the wing.
  • a hydraulic medium such as oil
  • the camshaft attached to the rotor for example, early direction, ie an earlier opening time of the gas exchange valves, adjusted.
  • the camshaft with respect to the crankshaft toward late ie a later opening time of the gas exchange valves, adjusted.
  • the hydraulic medium from a particular central oil supply is guided via oil passages which are arranged on both sides of the respective wing in the respective chamber.
  • DE 10 2007 020 527 A1 discloses a rotor which is formed as an output element.
  • the inner rotor is rotatably connected to a camshaft.
  • An outer rotor which constitutes a drive element, has five recesses or chambers spaced in the circumferential direction, wherein a wing of the inner rotor extends into each recess.
  • the recesses are limited in the axial direction by two side covers. Each of the recesses is sealed pressure-tight in this way.
  • oil passages usually represent holes in the material of the rotor.
  • the oil passages are formed in a separate manufacturing step in the green body.
  • the object of the invention is to simplify the manufacture of a rotor.
  • a rotor for a camshaft adjuster comprising a hub part with an oil feed, in particular a central oil feed, at least one radially arranged on the hub part wing and extending through the hub part and fluidly connected to the oil supply oil passages.
  • the rotor comprises a base body and at least one cover element arranged on the end side on the main body, wherein the oil passages are axially closed by the cover element, in particular being formed by the cover element.
  • the oil passages extend substantially radially between the central oil supply and a peripheral side of the rotor.
  • a camshaft adjuster for adjusting the rotational angle of a camshaft relative to a crankshaft of an engine, comprising such a rotor according to one of the preceding embodiments.
  • the oil passages in the hub portion of the rotor are axially closed. This substantially simplifies the production of the oil passages, which are designed in particular as groove-shaped material recesses on the surface of the main body and / or of the cover element. Only when attaching and securing the cover on the body, the oil passages are closed in the axial direction and are located inside the rotor. Such a design of the oil channels requires little technical
  • the main body and the cover have in particular different geometries.
  • the rotor is designed so that the main loads of attachments, such as the biasing force of a central screw of a central valve, the adjusting torque, the return spring torque, and a lock are taken directly from the durable solid body without the cover is charged thereby. Therefore, the forces exerted by such add-on parts are preferably introduced exclusively into the main body.
  • the base body has a thickness which corresponds to a minimum required thickness for receiving the pretensioning force of the central screw. For a total thickness of the rotor, e.g. between 16 mm and 30 mm, the thickness of the main body is in particular about 4 to 10 mm. The remaining rotor thickness is defined by the at least one cover element.
  • the main body essentially forms the hub part of the rotor.
  • it preferably comprises e.g. the wings, a locking hole and at least partially Abstütz vom for axial and radial bearing points.
  • the main body is in particular designed such that it can be placed in a single further arm.
  • the cover represents an end wall of the rotor and is used in particular for the formation of sealing surfaces for leakage reduction. In contrast to a side cover, the cover is in particular connected only to the main body and not to the outer stator.
  • the base body and the cover are made of different materials.
  • the main body, which absorbs the forces acting on the rotor in this case is formed of a hard and wear-resistant material.
  • the cover is in particular made of a lighter material than the base body, whereby a weight reduction of the rotor is ensured.
  • two cover elements are provided, which are arranged on both sides of the base body.
  • a cover element is arranged on each of the end faces of the base body.
  • the two cover elements can have both a different and an identical structure.
  • the two cover elements are identical. Characterized in that the two cover elements are formed substantially the same, the design of the cover is manufacturing technology particularly advantageous because both cover are made with the same tool.
  • the cover is made of plastic.
  • Plastic is a lightweight material that is also very easily deformable. Due to the use of plastic as the sheathing material for the main body, the rotor
  • the cover elements are formed of a light metal or of a non-metallic material.
  • the cover is sprayed onto the body according to a preferred variant.
  • Duroplast for example, is considered as a possible material for this application.
  • slides are provided in this case, which lie between the base body and the material mass for the cover elements and are pulled out radially after encapsulation of the base body.
  • the cover element is a separate component which is fastened to the base body.
  • the connection between the base body and the cover takes place here by force, form or material connection and is particularly insoluble, so that in the assembled state, an integral rotor is present, which is used in this form in the camshaft adjuster.
  • the base body is formed of a metal.
  • a metal e.g. Steel or sintered steel, and light metals such as aluminum or sintered aluminum used.
  • the main body is expediently a sintered body.
  • other production methods for producing the basic body are also suitable, e.g. Forming, cutting, filling or stamping.
  • first recesses for the oil passages are provided on the base body.
  • a base body which is designed as a sintered body
  • second recesses for the oil passages are provided in the cover element. Regardless of whether only first, only second or first and second recesses are provided both on the base body and on the cover, the recesses are arranged and dimensioned such that in the assembled state of the rotor, the oil passages axially on one side by the cover and on the other side are closed by the main body.
  • the first and / or the second recesses preferably have a rectangular cross section, so that the oil passages are also rectangular.
  • the oil passages have an elongated cross-sectional area.
  • the advantage of a rectangular cross-section of the oil passages with respect to a round is that the width of the oil passages can be made larger, in particular in the circumferential direction.
  • the cross-sectional area can be increased, whereby the pressure drop in the oil passages is smaller. In this case, the oil flow to the chambers is larger, so that the hydraulic system for driving the rotor is faster and more flexible overall.
  • the recesses are circular or have other geometric shape.
  • cavities are formed in the base body, which provide in particular for a weight reduction of the rotor.
  • the cavities are in this case preferably designed as closed cavities within the rotor.
  • the cavities are as well as the oil passages axially sealed by the cover. In contrast to the oil passages, however, they are not radially open in the assembled state of the rotor, but in
  • the area of the cavities is expediently about 1/3 to 2/3 of the area of the hub part between two wings.
  • the cavities are formed according to a preferred variant as depressions on the surface of the base body.
  • the cavities are apertures in the material of the base body, which extend along the entire axial length of the main body and are closed on both sides by a respective cover element.
  • the base body preferably has ribs projecting from the front side, which form axial support surfaces in the assembled state of the rotor. Therefore, they preferably close substantially flush with the cover.
  • the term "flush” here means that the axial surface of the ribs forming the support surface and the covering element lie in the same plane, or that the covering element is slightly deeper than the ribs, for example until it is 50 ⁇ m lower Since the contact points between the rotor and the side cover as well as between the rotor and the stator are highly loaded, all such critical functional surfaces are formed from the more wear-resistant material of the main body
  • the cover element thus only partially covers the base body from the front side, for example, the cover element is configured in such a way that it extends only over the hub part and does not cover the wings or only partially be However, the cover member always covers the portions which are to be axially sealed or which have a sealing function, e.g. towards the side covers and therefore, accordingly, a sliding layer is required which is sealed by the cover members.
  • FIG. 2 is a perspective view of a rotor
  • FIG. 3 shows a first side of a basic body for the rotor according to FIG. 2, FIG.
  • FIG. 4 shows the basic body according to FIG. 3 in a side view
  • FIG. 5 shows a second side of the second side facing away from the first side according to FIG.
  • FIG. 6 shows the main body according to FIG. 3 to FIG. 5 in a perspective illustration
  • FIG. 7 shows an outer side of a cover element for a rotor according to FIG. 2, FIG.
  • FIG. 8 is a side view of two assembled cover elements of FIG. 7,
  • FIG. 10 is a perspective view of two cover elements in a first orientation
  • FIG. 11 shows the two cover elements according to FIG. 10 in a second orientation.
  • Fig. 1 is a longitudinal section of a hydraulic camshaft adjuster 2 for a
  • the camshaft adjuster 2 comprises an outer stator 4, in which an inner rotor 6 is arranged concentrically in a pivotable manner.
  • the rotor 6 is connected to the camshaft 3 by means of a central screw 7.
  • a central screw 7 Between the stator 4 and the rotor 6, chambers which are not shown here are formed in the axial direction through two side covers 8a,
  • INVOLVED BY REFERENCE (RULE 20.6) 8b are closed and are limited in the circumferential direction by radial webs 9 of the stator 4.
  • the two side covers 8a, 8b are rotatably connected by means of screws 1 1 with the stator 4.
  • the rotor 6 comprises a hub part 10 with a central, circular oil feed 12 (see FIG. 2).
  • the oil supply 12 is arranged concentrically to a rotational axis D of the rotor 6. Through the oil supply 12, the central screw 7 is guided.
  • An introduced through the central oil supply 12 hydraulic medium, in particular an oil is supplied via radially extending oil passages 14 from the rotor 6 to the chambers. As shown in FIG.
  • radially extending wings 16 are provided on the hub part 10, each having the same distance from each other. Each of the wings 16 is pivotally mounted in one of the chambers. The wing 16 divides the chamber into two opposing sub-chambers not shown here. The wing 16 and thus the rotor 6 are adjusted relative to the stator 4 by the oil is introduced into one of the opposing chambers.
  • the oil channels 14 each have an inlet 14 a, which is fluidically connected to the central oil supply 12.
  • An outlet 14 b is arranged circumferentially in the region of a wing 16.
  • the oil passages 14 with their outlet 14b each open into one of the opposing subchambers between the stator 4 and the rotor 6.
  • On both sides of the vane 16, an oil passage 14 is provided.
  • the two oil channels 14 in the vicinity of a blade 16 are axially offset from one another.
  • the rotor 6 is composed in the embodiment of FIG. 2 of a base body 18 and two cover members 20.
  • the cover members 20 are arranged on the front side of the base body 18 such that they close the oil passages 14 axially.
  • the oil channels 14 are in the separation plane between the base body 18 and the respective cover member 20.
  • the oil channels 14 in this case have a rectangular cross-section.
  • the cross section of the oil passages 14 is round. The advantage of the rectangular
  • the main body 18 and the cover members 20 are formed of different materials.
  • the main body 18 is a sintered metal body and the cover elements 20 are plastic parts.
  • the cover elements 20 are separate components that are produced separately from the base body 18 and that are fastened to the base body 18 in a suitable manner in a later production step.
  • the base body 18 with plastic, in particular with thermoset are overmolded, so that the cover 20 are formed.
  • 20 slides are arranged between the main body 18 and the later cover elements 20, which are subsequently pulled out radially, so that the oil passages 14 are created in their place.
  • the main body 18 comprises both the hub part 10 and the wings 16.
  • cavities 22 are provided which are formed as axial openings in the material of the base body 18.
  • the cavities 22 have a trapezoidal shape in cross-section and are closed axially in the assembled state of the rotor 6 by the cover 22.
  • first recesses 24 In the area of the main body 18, the oil passages 14 are defined by first recesses 24 in the material of the main body 18. At a first end face 21 a of the main body 18, the first recesses 24 are designed rectangular. At an opposite second end face 21b, the recesses 24 have a semicircular cross section.
  • the base body 18 also has frontally in the region of the wings 16 axially projecting ribs 26, which in the assembled state of the rotor. 6
  • INVOLVED BY REFERENCE (RULE 20.6) are flush with the respective cover member 20, as shown in FIG. 2 can be seen.
  • the ribs 26 serve as thrust bearings for supporting against the side covers 8a, 8b. Due to the contact with the side covers 8a, 8b, they are exposed to a large torsional force when the rotor 6 rotates relative to the stator 4. So that the wear-prone cover elements 20 do not receive any forces from the side covers 8a, 8b, the ribs 26 are alternatively configured slightly higher than the cover elements 20, in particular the ribs 26 are about 50 pm higher.
  • the structure of the cover 20 is shown as they are used in the rotor 6, wherein the sake of clarity, the main body 18 is omitted.
  • each cover element 20 has a substantially planar outer side 28a.
  • the cover elements 20 cover the base body 18 frontally only partially, ie, the surface of the rotor 6 has both elements of Kunststoffsoff and of metal.
  • radially projecting collar elements 30 are formed on the cover elements 20, which partially surround the ribs 26 in the circumferential direction when the cover elements 20 rest on the base body 18.
  • the collar members 30 form an elongate slot 32 for receiving the rib 26.
  • An inner side 28b of the cover elements 20, which is shown in FIG. 9, is provided with second recesses 34, which correspond to the first recesses 24 on the main body 18, so that the first and the second recesses 24, 34 form the oil passages 14 when the cover members 20 are mounted on the main body 18.
  • the outside 28a of the cover members 20 may be provided with similar recesses for forming channels.
  • On the inner side 28b of the cover 20 also approximately trapezoidal recesses 36 are formed. The arrangement and shape of the depressions 36 corresponds to those of the apertures 22 in the base body 18, so that the depressions 36 represent a frontal completion of the cavities 22.
  • the main body 18 is formed in a first manufacturing step of a sintered material in a sintering process.
  • the cavities 22 for weight reduction and the first recesses 24 are integrated in the base body 18.
  • the cover elements 20 are produced and applied to the base body 18. This can be done in two ways: According to a first variant, the cover 20 are made in a separate manufacturing step as separate components and attached via a force, form or material connection on the base body 18; Alternatively, the cover elements 20 are sprayed onto the base body 18.
  • a rotor 6 formed in this way is particularly suitable as an inner rotor for camshaft adjuster 2, but is not limited to this field of application and can be used, for example, in pumps or in other similar fields of application.

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

Abstract

L'invention concerne un rotor (6) destiné à un déphaseur d'arbre à cames (2) et comprenant une partie moyeu (10) munie d'une amenée d'huile (12), au moins une pale (16) agencée radialement sur la partie moyeu (10), ainsi que des canaux de circulation d'huile (14) s'étendant dans la partie moyeu (10) et reliés de manière fluidique à l'amenée d'huile (12). La fabrication du rotor (6) est sensiblement simplifiée par la structure même du rotor (6) qui présente un corps de base (18) et au moins un élément de recouvrement (20) agencé côté frontal sur le corps de base (18). Selon l'invention, les canaux de circulation d'huile (14) sont fermés axialement par l'élément de recouvrement (20).
PCT/EP2011/064332 2010-11-05 2011-08-22 Rotor destiné à un déphaseur d'arbre à cames et déphaseur d'arbre à cames WO2012059252A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US13/879,910 US20130199479A1 (en) 2010-11-05 2011-08-22 Rotor for a camshaft phaser, and camshaft phaser
CN2011800531683A CN103210186A (zh) 2010-11-05 2011-08-22 用于凸轮轴调节器的转子以及凸轮轴调节器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010050606A DE102010050606A1 (de) 2010-11-05 2010-11-05 Rotor für einen Nockenwellenversteller sowie Nockenwellenversteller
DE102010050606.0 2010-11-05

Publications (1)

Publication Number Publication Date
WO2012059252A1 true WO2012059252A1 (fr) 2012-05-10

Family

ID=44503868

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/064332 WO2012059252A1 (fr) 2010-11-05 2011-08-22 Rotor destiné à un déphaseur d'arbre à cames et déphaseur d'arbre à cames

Country Status (4)

Country Link
US (1) US20130199479A1 (fr)
CN (1) CN103210186A (fr)
DE (1) DE102010050606A1 (fr)
WO (1) WO2012059252A1 (fr)

Cited By (1)

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US20160312667A1 (en) * 2013-12-18 2016-10-27 Schaeffler Technologies AG & Co. KG Design principle of a split rotor for a hydraulic camshaft adjuster

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DE102012205705B4 (de) * 2012-04-05 2018-02-08 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit einem An- und/oder Abtriebselement in Sandwichbauweise sowie ein Verfahren zur Herstellung des An- bzw. Abtriebselement in Sandwichbauweise
DE102013207747A1 (de) 2013-04-29 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Hydraulischer Nockenwellenversteller mit partieller Ausnehmung an seiner Nockenwellenflanschfläche
DE102013217017A1 (de) * 2013-08-27 2015-03-05 Schaeffler Technologies Gmbh & Co. Kg Mehrteiliger Rotor für einen hydraulischen Nockenwellenversteller mit Ölversorgung der Druckkammern durch die Flügel
DE102013015675A1 (de) * 2013-09-23 2015-03-26 Gkn Sinter Metals Holding Gmbh Rotor für einen Nockenwellenversteller, Teileset zur Herstellung eines Rotors für einen Nockenwellenversteller sowie Verfahren zur Herstellung eines gefügten Bauteils, bevorzugt eines Rotors für einen Nockenwellenversteller
DE102013219139B4 (de) * 2013-09-24 2020-09-24 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102013019237A1 (de) * 2013-11-15 2015-05-21 Daimler Ag Nockenwellenversteller für eine Brennkraftmaschine
DE102013226454B4 (de) * 2013-12-18 2020-11-26 Schaeffler Technologies AG & Co. KG Verbindungsprinzip eines mehrteiligen Rotors für einen hydraulischen Nockenwellenversteller
DE102013226445B4 (de) * 2013-12-18 2020-11-26 Schaeffler Technologies AG & Co. KG Nockenwellenzentrierung im geteilten Rotor eines hydraulischen Nockenwellenverstellers und zugehöriges Herstellungsverfahren
DE102014208601B4 (de) * 2014-05-08 2022-09-29 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit längenveränderlichem Einlegeteil
DE102014216848B4 (de) * 2014-08-25 2017-09-14 Schaeffler Technologies AG & Co. KG Rotor für einen hydraulischen Nockenwellenversteller sowie Herstellungsverfahren eines Rotors für einen Nockenwellenversteller
DE102014216850A1 (de) * 2014-08-25 2015-06-25 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller sowie Herstellungsverfahren eines hydraulischen Nockenwellenverstellers
WO2016137840A1 (fr) * 2015-02-25 2016-09-01 Schaeffler Technologies AG & Co. KG Déphaseur d'arbres à cames avec position médiane et position de verrouillage de retard
DE102016212861A1 (de) * 2016-07-14 2018-01-18 Schaeffler Technologies AG & Co. KG Mehrteiliger Rotor eines Nockenwellenverstellers, wobei der Rotor zumindest eine sich durch alle Rotorteile erstreckende zylindrische Aufnahmebohrung hat
DE102020119092A1 (de) * 2019-07-25 2021-01-28 ECO Holding 1 GmbH Verfahren zum Herstellen eines Nockenwellenverstellers und Nockenwellenversteller

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DE102008028640A1 (de) * 2008-06-18 2009-12-24 Gkn Sinter Metals Holding Gmbh Hydraulischer Nockenwellenversteller
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