EP1504172A1 - Camshaft adjuster with an electrical drive - Google Patents

Camshaft adjuster with an electrical drive

Info

Publication number
EP1504172A1
EP1504172A1 EP03749852A EP03749852A EP1504172A1 EP 1504172 A1 EP1504172 A1 EP 1504172A1 EP 03749852 A EP03749852 A EP 03749852A EP 03749852 A EP03749852 A EP 03749852A EP 1504172 A1 EP1504172 A1 EP 1504172A1
Authority
EP
European Patent Office
Prior art keywords
gear
camshaft
adjusting
shaft
adjustment
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.)
Granted
Application number
EP03749852A
Other languages
German (de)
French (fr)
Other versions
EP1504172B1 (en
Inventor
Jens Schäfer
Martin Steigerwald
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.)
IHO Holding GmbH and Co KG
Original Assignee
INA Schaeffler 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 INA Schaeffler KG filed Critical INA Schaeffler KG
Publication of EP1504172A1 publication Critical patent/EP1504172A1/en
Application granted granted Critical
Publication of EP1504172B1 publication Critical patent/EP1504172B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • 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
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation

Definitions

  • the invention relates to a device for releasably connecting and adjusting the camshaft and the crankshaft of an internal combustion engine, in particular according to the preamble of patent claim 1.
  • the camshaft In order to ensure a safe engine start for an internal combustion engine with a hydraulic or electric camshaft adjustment system, the camshaft must be in the so-called basic or emergency running position. This is usually “late” for intake camshafts and “early” for exhaust camshafts. In normal operation of the vehicle, the camshaft is moved into the respective base position in a controlled manner when the engine is switched off and is fixed or locked there.
  • the camshaft can be in an undefined position outside the base position.
  • DE 41 10 195 A1 describes a device for the detachable connection and adjustment of the camshafts and the crankshaft of an internal combustion engine, with an adjustment gear designed as a three-shaft gearbox which has a drive shaft connected to a crankshaft, an output shaft connected to a camshaft and an adjustment shaft connected to an electric adjustment motor , whereby between the input and output shafts when the adjusting shaft is stationary there is a stationary gear ratio io, the height of which determines the type of gear (minus or plus gear) and the adjustment direction of the camshafts, which have a basic or emergency position.
  • This adjustment device strives for a smooth and precise adjustment of the camshaft position. So that the function of the internal combustion engine can be maintained at least in a makeshift manner if the adjusting motor system fails, a limitation of the adjusting angle is provided. However, there is no indication of reaching the base position or an emergency running position in such a case.
  • the invention is therefore based on the object of providing an electrical camshaft adjuster in which the camshaft can be adjusted into its basic position even if the adjusting motor and / or the control system fails.
  • the object is achieved by the features of patent claim 1.
  • the camshaft After braking or locking the adjustment shaft, the camshaft is adjusted to its basic or emergency running position by turning the drive shaft while the internal combustion engine is idling or, if the internal combustion engine has been stalled, restarting it, even with a failed adjustment motor system. In this position, the vehicle can be started and operated with certain restrictions so that a workshop can be reached.
  • a prerequisite is a suitable stationary gear ratio io, which determines the desired gear type (plus or minus gear) and the direction of adjustment (late or early) b.
  • Negative gearboxes have a gear ratio io less than 0, plus gearboxes have a gear ratio greater than 0.
  • positive gearbox ratios io the input and output shafts have the same direction of rotation, with negative gearbox ratios io opposite directions of rotation with respect to a stationary adjusting shaft and the components connected to it. If the adjustment shaft of a minus gear is held and the drive shaft rotates clockwise, the output shaft and thus the camshaft rotate counterclockwise, which corresponds to a late adjustment.
  • the adjustment shaft is held in place on a positive transmission with a stationary gear ratio 0 ⁇ i 0 ⁇ 1 and the drive shaft rotates clockwise, the output shaft rotates faster than the drive shaft, i.e. clockwise and thus in the direction of early adjustment.
  • the adjustment motor has a permanent magnet rotor with a passive self-holding torque that rises from a central position in both directions of rotation to a maximum and then drops again.
  • the self-locking torque of the adjustment motor which is increased by the converted friction torque of the adjustment gear, only has to have 60% -100% of the converted maximum dynamic camshaft torque that reacts on the adjustment shaft, since the energy content of the peaks of the camshaft torque is low and the necessary holding torque is increased by the mean camshaft torque is determined.
  • the use of a permanent magnet rotor has the advantage over a permanent magnet stator that the current only has to be conducted into the stator fixed to the cylinder head.
  • an additional braking torque is used to fix the adjustment shaft.
  • This is generated by a cylinder head-fixed, preferably mechanical or eddy current brake.
  • the brakes are automatically applied when the internal combustion engine is idling and automatically released when the adjustment motor is working. In this way, the camshafts are always adjusted to their base position before the internal combustion engine is switched off. If this is not possible due to the engine stalling, it will be made up the next time the engine is started.
  • the adjustment speed of the camshaft is preferably between 30 ° and 60 ° cam angle per second due to the selected stationary gear ratio io when the adjustment shafts are stationary and the idling speed of the internal combustion engine is low. It is irrelevant whether the servomotor moves in one or two directions of rotation when the camshaft is returned to its basic position.
  • adjustment gears Known eccentric or shaft gears (plus gears) or wobble or double planetary gears (minus or plus gears) come into question as adjustment gears, and the adjustment motors are designed as conventional brushless permanent magnet rotor motors or as brushed, externally excited DC motors.
  • Figure 2 a different adjustment gear with another adjustment motor, the other stator rotates with.
  • FIGS. 1 and 2 adjusting gears 1, 1 ' with electric adjusting motors 2, 2 ' are shown, which serve to adjust the angular position between the crankshaft (not shown) and the camshaft 3, 3 'of an internal combustion engine.
  • the adjustment gear 1, 1 ' is designed as a three-shaft gear, with an input shaft 4, 4 ' , an output shaft 5, 5 ' and an adjustment shaft 6, 6 ' .
  • the drive shaft 4, 4 ' is firmly connected to a drive wheel 7, 7 ' and via this to the crankshaft by means of a gear, not shown, or toothed belt or a toothed chain.
  • the output shaft 5, 5 ' is in fixed connection with the camshaft 3, 3 ' and the adjusting shaft 6, 6 ' with the rotor 8, 8 of the adjusting motor 2, 2'.
  • the stator 9 of the adjusting motor 2 is firmly connected to the cylinder head 10 and stands still, the stator 9 'of the adjusting motor 2 ' is firmly connected to the drive wheel 7 ' and rotates like the adjusting gear 1 at half the crankshaft speed.
  • the camshaft 3, 3 ' has a basic or emergency running position, which must be achieved for a safe start and limited operation. With the servomotor 2, 2 ' intact, this succeeds without difficulty even after the internal combustion engine has stalled, since the servomotor 2, 2 ' has the camshaft 3, 3 ' with the combustion engine stopped or during starts in the base position. However, even if the adjusting motor 2, 2 'has failed, it must be possible to restart in order to reach at least one workshop.
  • the adjusting gears 1, 1 ' and their stationary gear ratio io are designed so that by simply setting the adjusting shafts 6, 6 ', the camshafts 3, 3 ' reach their basic position when starting and the internal combustion engine thus remains startable.
  • the adjusting shaft 6 can be fixed by a non-energized adjusting motor 2 with a permanent magnet rotor 8 or permanent magnet stator 9.
  • the adjusting motor 2 has a self-holding torque that increases from a central position in both directions of rotation to a maximum and then drops again.
  • the self-holding torque is the maximum torque with which you can statically load a non-energized actuator without causing a non-uniform but continuous rotation.
  • the self-holding torque is increased by the converted friction torque of the adjusting gear 1 to the cogging torque, which should be between 60% and 100% of the converted maximum, dynamic camshaft torque at a low idling speed of the internal combustion engine.
  • an external braking torque is additionally applied by a brake 11 which is fixed to the cylinder head and acts mechanically or electrically. This acts like the cogging torque in both directions of rotation of the adjusting shaft 6.
  • the stator 9 'of the adjusting motor 2 ' (see FIG. 2) also rotates with its rotor 8 ' , it is not possible to fix the adjusting shaft 6 ' by means of a self-holding torque acting between the stator 9 ' and the rotor 8 ' .
  • the adjusting shaft 6 ' can only be braked by a mechanical or electrical brake 11 ' fixed to the cylinder head. After the internal combustion engine has stalled or in the event of the adjustment motor 2 ' failing, the same enables the camshaft 3 ' to be adjusted to its base position and thus also an engine start at the latest when the engine is started.
  • the mechanical or electrical braking of the adjusting shafts 6, 6 ' also serves to thermally relieve the adjusting motors 2, 2 ' .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

The invention relates to a device for releasably connecting and adjusting the camshaft (3) and the crankshaft of an internal combustion engine. The inventive device comprises a setting gear (1) configured as a three shaft gear, which has a drive shaft (4) connected to the crankshaft, an output shaft (5) connected to the camshaft and an adjusting shaft (6) connected to an electrical adjusting motor (2), wherein a stationary transmission i0, which has a base or emergency running position, is present between the drive and outputs shafts (4, 5) when the adjusting shaft (6) is idle, the level of said stationary transmission determining the gear type (positive or negative gear) and the direction of adjustment of the camshaft (3). Functional safety of the device is improved due to the fact that the base or emergency running position of the camshaft (3) can be reached and maintained in case of outage of the adjusting motor (2) and/or the control thereof by a slow-down or arrest of the adjusting shaft (6), simultaneous rotation of the drive shaft (4) as well by an appropriate stationary transmission i0.

Description

Bezeichnung der Erfindung Name of the invention
Nockenwellenversteller mit elektrischem AntriebCamshaft adjuster with electric drive
Beschreibungdescription
Gebiet der ErfindungField of the Invention
Die Erfindung betrifft eine Vorrichtung zum lösbaren Verbinden und Verstellen der Nockenwelle und der Kurbelwelle eines Verbrennungsmotors, insbesondere nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a device for releasably connecting and adjusting the camshaft and the crankshaft of an internal combustion engine, in particular according to the preamble of patent claim 1.
Hintergrund der ErfindungBackground of the Invention
Um bei einem Verbrennungsmotor mit hydraulischem oder elektrischem Nok- kenwellenverstell-System einen sicheren Motorstart zu gewährleisten, muss sich die Nockenwelle in der sogenannten Basis- oder Notlaufposition befinden. Diese liegt bei Einlassnockenwellen üblicherweise in „spät", bei Auslassnok- kenwellen in „früh". Im normalen Betrieb des Fahrzeugs wird die Nockenwelle beim Abstellen des Motors geregelt in die jeweilige Basisposition gefahren und dort fixiert oder verriegelt.In order to ensure a safe engine start for an internal combustion engine with a hydraulic or electric camshaft adjustment system, the camshaft must be in the so-called basic or emergency running position. This is usually "late" for intake camshafts and "early" for exhaust camshafts. In normal operation of the vehicle, the camshaft is moved into the respective base position in a controlled manner when the engine is switched off and is fixed or locked there.
Herkömmliche, hydraulisch betätigte Rotationskolbenversteller, wie Flügelzel- ler, Schwenk- oder Segmentflügler besitzen eine Verriegelungseinheit. Diese fixiert den hydraulischen Versteller in seiner Basisposition, bis sich genügendConventional, hydraulically operated rotary piston adjusters, such as wing cells, swivel or segment wings, have a locking unit. This fixes the hydraulic adjuster in its base position until there is enough
Öldruck zum Verstellen der Nockenwelle aufgebaut hat. Kommt es zum Abwür- gen des Motors, kann sich die Nockenwelle in einer Undefinierten Position außerhalb der Basisposition befinden.Has built up oil pressure to adjust the camshaft. If there is a stall engine, the camshaft can be in an undefined position outside the base position.
Bei hydraulischen Nockenwellen-Verstellsystemen mit der Basisposition in „spät", wird die Nockenwelle beim nächsten Start des Verbrennungsmotors und dem dabei fehlenden Öldruck aufgrund des Nockenwellenreibmoments, das entgegen der Nockenwellendrehrichtung wirkt, automatisch in die späte Basisposition verstellt. Liegt die Basisposition in „früh", muss die Nockenwelle bei fehlendem Öldruck entgegen dem Nockenwellenreibmoment in die frühe Ba- sisposition verstellt werden. Dies geschieht zumeist mit Hilfe einer Ausgleichsfeder, die ein dem Nockenwellenreibmoment gleiches aber entgegengerichtetes Moment erzeugt.In hydraulic camshaft adjustment systems with the base position in "late", the camshaft is automatically shifted to the late base position the next time the internal combustion engine is started and the missing oil pressure due to the camshaft friction torque, which acts counter to the camshaft rotation direction. If the base position is in "early" , the camshaft must be adjusted to the early basic position against the camshaft friction torque if there is no oil pressure. This is usually done with the help of a compensating spring, which generates a torque that is the same but opposite to the camshaft friction torque.
Diese bei hydraulisch betätigbaren Nockenwellenverstellern üblichen Metho- den zum Erreichen der Basispositionen nach Abwürgen des Verbrennungsmotors sind bei elektrisch angetriebenen Nockenwellenverstellern nicht anwendbar. Sie sind auch nicht erforderlich, solange das Verstellmotor-System intakt ist und die Nockenwelle auch bei stehendem Verbrennungsmotor oder beim Widerstart in die jeweilige Basisposition verstellen kann. Bei elektrischen Verstellmotor-Systemen können jedoch der Verstellmotor und/oder seine Steuerung ausfallen und dadurch das Erreichen der Basisposition verhindern.These methods, which are customary in hydraulically actuatable camshaft adjusters, for reaching the basic positions after the internal combustion engine has stalled cannot be used in electrically driven camshaft adjusters. They are also not necessary as long as the adjustment motor system is intact and can adjust the camshaft to the respective base position even when the internal combustion engine is stopped or when restarting. In the case of electrical adjustment motor systems, however, the adjustment motor and / or its control can fail and thereby prevent the base position from being reached.
In der DE 41 10 195 A1 ist eine Vorrichtung zum lösbaren Verbinden und Verstellen der Nockenwellen und der Kurbelwelle eines Verbrennungsmotors be- schrieben, mit einem als Dreiwellengetriebe ausgebildeten Verstellgetriebe, das eine kurbelwellenverbundene Antriebswelle, eine nockenwellenverbundene Abtriebswelle und eine mit einem elektrischen Verstellmotor verbundene Verstellwelle aufweist, wobei zwischen Antriebs- und Abtriebswelle bei stillstehender Verstellwelle eine Standgetriebeubersetzung io vorliegt, deren Höhe die Getriebegattung (Minus- oder Plusgetriebe) und die Verstellrichtung der Nokkenwellen bestimmt, die eine Basis- oder Notlaufposition besitzen. Bei dieser Verstell Vorrichtung wird eine leichtgängige und genaue Einstellung der Nockenwellenlage angestrebt. Damit bei Ausfall des Verstell motor-Systems die Funktion des Verbrennungsmotors zumindest notdürftig aufrecht erhalten werden kann, ist eine Begrenzung des Verstellwinkels vorgesehen. Ein Hinweis auf das Erreichen der Basis- bzw. einer Notlaufposition in einem solchen Fall fehlt jedoch.DE 41 10 195 A1 describes a device for the detachable connection and adjustment of the camshafts and the crankshaft of an internal combustion engine, with an adjustment gear designed as a three-shaft gearbox which has a drive shaft connected to a crankshaft, an output shaft connected to a camshaft and an adjustment shaft connected to an electric adjustment motor , whereby between the input and output shafts when the adjusting shaft is stationary there is a stationary gear ratio io, the height of which determines the type of gear (minus or plus gear) and the adjustment direction of the camshafts, which have a basic or emergency position. This adjustment device strives for a smooth and precise adjustment of the camshaft position. So that the function of the internal combustion engine can be maintained at least in a makeshift manner if the adjusting motor system fails, a limitation of the adjusting angle is provided. However, there is no indication of reaching the base position or an emergency running position in such a case.
Aufgabe der ErfindungObject of the invention
Der Erfindung liegt deshalb die Aufgabe zugrunde, einen elektrischen Nocken- wellenversteller zu schaffen, bei dem die Nockenwelle auch bei Ausfall des Verstellmotors und/oder der Steuerung desselben in ihre Basisposition verstellbar ist.The invention is therefore based on the object of providing an electrical camshaft adjuster in which the camshaft can be adjusted into its basic position even if the adjusting motor and / or the control system fails.
Zusammenfassung der ErfindungSummary of the invention
Erfindungsgemäß wird die Aufgabe durch die Merkmale des Patentanspruchs 1 gelöst. Nach Abbremsen bzw. Festsetzen der Verstellwelle werden durch Drehen der Antriebswelle im niedrigen Leerlauf des Verbrennungsmotors oder - falls dieser abgewürgt wurde - beim Wiederstarten desselben, auch mit ausgefallenem Verstellmotor-System die Nockenwelle in ihre Basis- bzw. Notlaufposition verstellt. In dieser Stellung kann das Fahrzeug gestartet und mit gewissen Einschränkungen betrieben werden, so dass eine Werkstatt erreicht werden kann. Voraussetzung ist eine passende Standgetriebeubersetzung io, durch die die gewünschte Getriebegattung (Plus- oder Minusgetriebe) und die Verstellrichtung (spät oder früh) b,estimmt ist.According to the invention the object is achieved by the features of patent claim 1. After braking or locking the adjustment shaft, the camshaft is adjusted to its basic or emergency running position by turning the drive shaft while the internal combustion engine is idling or, if the internal combustion engine has been stalled, restarting it, even with a failed adjustment motor system. In this position, the vehicle can be started and operated with certain restrictions so that a workshop can be reached. A prerequisite is a suitable stationary gear ratio io, which determines the desired gear type (plus or minus gear) and the direction of adjustment (late or early) b.
Bei der Auswahl der Verstellgetriebe kommen Minus- oder Plusgetriebe in Frage. Minusgetriebe besitzen eine Standgetriebeubersetzung io kleiner 0, Plus- getriebe eine solche größer 0. Bei positiver Standgetriebeubersetzung io haben die An- und Abtriebswelle die gleiche Drehrichtung, bei negativer Standgetriebeubersetzung io entgegengesetzte Drehrichtungen, bezogen auf eine stehende Verstellwelle und die mit dieser verbundenen Bauteile. Wird bei einem Minusgetriebe die Verstellwelle festgehalten und dreht sich die Antriebswelle im Uhrzeigersinn, so dreht sich die Abtriebswelle und damit die Nockenwelle entgegen dem Uhrzeigersinn, was einer Spätverstellung entspricht.When selecting the variable speed gearboxes, minus or plus gearboxes come into question. Negative gearboxes have a gear ratio io less than 0, plus gearboxes have a gear ratio greater than 0. With positive gearbox ratios io, the input and output shafts have the same direction of rotation, with negative gearbox ratios io opposite directions of rotation with respect to a stationary adjusting shaft and the components connected to it. If the adjustment shaft of a minus gear is held and the drive shaft rotates clockwise, the output shaft and thus the camshaft rotate counterclockwise, which corresponds to a late adjustment.
Wird bei einem Plusgetriebe mit einer Standgetriebeubersetzung io >1 die Verstellweile festgehalten und die Antriebswelle im Uhrzeigersinn verdreht, so dreht sich die Abtriebswelle langsamer als die Antriebswelle, dass heißt, entgegen dem Uhrzeigersinn und somit in Richtung Spätverstellung.If, in the case of a positive gearbox with a stationary gear ratio io> 1, the adjustment is held and the drive shaft is turned clockwise, the output shaft rotates more slowly than the drive shaft, i.e. counterclockwise and thus in the direction of late adjustment.
Wird bei einem Plusgetriebe mit einer Standgetriebeubersetzung 0 < i0 < 1 die Verstellwelle festgehalten und dreht sich die Antriebswelle im Uhrzeigersinn, so dreht sich die Abtriebswelle schneller als die Antriebswelle, dass heißt, im Uhrzeigersinn und damit in Richtung Frühverstellung.If the adjustment shaft is held in place on a positive transmission with a stationary gear ratio 0 <i 0 <1 and the drive shaft rotates clockwise, the output shaft rotates faster than the drive shaft, i.e. clockwise and thus in the direction of early adjustment.
Diese Verhältnisse sind auf alle in Frage kommenden Verstellgetriebe anwendbar. Zusammenfassend gilt, dass bei ausgefallenem Verstellmotor zum Erreichen einer späten Basisposition das Festsetzen der Verstellwelle eines Minusgetriebes mit io < 0 oder eines Plusgetriebes mit io > 1 und zum Erreichen einer frühen Basisposition das Festsetzen der Verstellwelle eines Plusgetriebes mit 0 < io < 1 erforderlich sind.These ratios can be applied to all adjustment gear in question. In summary, if the adjustment motor fails, it is necessary to fix the adjustment shaft of a minus gear with io <0 or a plus gear with io> 1 and to reach an early base position, to fix the adjustment shaft of a plus gear with 0 <io <1.
Es ist von Vorteil, dass der Verstellmotor einen Permanentmagnet-Rotor mit einem passiven Selbsthaltemoment besitzt, das von einer Mittellage aus in beide Drehrichtungen bis zu einem Maximum ansteigt und danach wieder abfällt. Das um das gewandelte Reibmoment des Verstellgetriebes vermehrte Selbsthaltemoment des Verstellmotors muss nur 60% - 100% des gewandelten maximalen dynamischen, auf die Verstellwelle rückwirkenden Nockenwellendrehmoments aufweisen, da der Energieinhalt der Spitzen des Nockenwellen- drehmoments gering ist und das notwendige Haltemoment mehr durch das mittlere Nockenwellenmoment bestimmt ist. Die Verwendung eines Permanentmagnet-Rotors hat gegenüber einem Permanentmagnet-Stator den Vorteil, dass der Strom nur in den zylinderkopffesten Stator geleitet werden muss. Bei nicht ausreichendem Selbsthaltemoment eines Permanentmagnetverstellmotors und bei fremderregten Gleichstrommotoren ohne Selbsthaltemoment dient ein zusätzliches Bremsmoment zur Festlegung der Verstellwelle. Dieses wird von einer zylinderkopffesten, bevorzugt mechanischen oder Wirbelstrom- bremse erzeugt. Die Bremsen werden in niedrigem Leerlauf des Verbrennungsmotors automatisch betätigt und bei arbeitendem Verstellmotor automatisch gelöst. Auf diese Weise werden die Nockenwellen vor dem Abstellen des Verbrennungsmotors immer in ihre Basisposition verstellt. Sollte dies durch Abwürgen des Motors nicht möglich sein, wird es beim nächsten Anlassen nachgeholt.It is advantageous that the adjustment motor has a permanent magnet rotor with a passive self-holding torque that rises from a central position in both directions of rotation to a maximum and then drops again. The self-locking torque of the adjustment motor, which is increased by the converted friction torque of the adjustment gear, only has to have 60% -100% of the converted maximum dynamic camshaft torque that reacts on the adjustment shaft, since the energy content of the peaks of the camshaft torque is low and the necessary holding torque is increased by the mean camshaft torque is determined. The use of a permanent magnet rotor has the advantage over a permanent magnet stator that the current only has to be conducted into the stator fixed to the cylinder head. If the self-locking torque of a permanent magnet adjustment motor is insufficient and for externally excited DC motors without self-locking torque, an additional braking torque is used to fix the adjustment shaft. This is generated by a cylinder head-fixed, preferably mechanical or eddy current brake. The brakes are automatically applied when the internal combustion engine is idling and automatically released when the adjustment motor is working. In this way, the camshafts are always adjusted to their base position before the internal combustion engine is switched off. If this is not possible due to the engine stalling, it will be made up the next time the engine is started.
Es hat sich als vorteilhaft herausgestellt, dass die Verstellgeschwindigkeit der Nockenwelle aufgrund der gewählten Standgetriebeubersetzung io bei stehenden Verstellwellen und niedriger Leerlaufdrehzahl des Verbrennungsmotors vorzugsweise zwischen 30° und 60° Nockenwinkel pro Sekunde liegt. Dabei ist es ohne Belang, ob der Verstellmotor beim Rückstellen der Nockenwelle in ihre Basisposition in eine oder zwei Drehrichtungen verstellt.It has proven to be advantageous that the adjustment speed of the camshaft is preferably between 30 ° and 60 ° cam angle per second due to the selected stationary gear ratio io when the adjustment shafts are stationary and the idling speed of the internal combustion engine is low. It is irrelevant whether the servomotor moves in one or two directions of rotation when the camshaft is returned to its basic position.
Es ist erforderlich, dass in Regelstellung der Nockenwellen die Antriebs-, Abtriebs- und Verstellwellen der Verstellgetriebe mit gleicher Drehzahl umlaufen. Auf diese Weise besteht keine Relativbewegung zwischen der Kurbelwelle und den Nockenwellen.It is necessary that in the control position of the camshafts the input, output and adjustment shafts of the variable speed gear rotate at the same speed. In this way there is no relative movement between the crankshaft and the camshafts.
Als Verstellgetriebe kommen beispielsweise bekannte Exzenter- oder Wellengetriebe (Plusgetriebe) oder Taumel- oder Doppelplanetengetriebe (Minus- oder Plusgetriebe) in Frage und die VerStellmotoren werden als übliche bürstenlose Permanentmagnetrotor-Motoren oder als bürstenbestückte fremderregte Gleichstrommotoren ausgebildet.Known eccentric or shaft gears (plus gears) or wobble or double planetary gears (minus or plus gears) come into question as adjustment gears, and the adjustment motors are designed as conventional brushless permanent magnet rotor motors or as brushed, externally excited DC motors.
Kurze Beschreibung der ZeichnungenBrief description of the drawings
Weitere Merkmale der Erfindung ergeben sich aus der folgenden Beschreibung und der Zeichnung in der ein Ausführungsbeispiel der Erfindung schematisch dargestellt ist. Es zeigen: Figur 1 ein Verstellgetriebe mit einem Verstellmotor, dessen Stator zy- linderkopffest ist;Further features of the invention will become apparent from the following description and the drawing in which an embodiment of the invention is shown schematically. Show it: 1 shows an adjustment gear with an adjustment motor, the stator of which is fixed to the cylinder head;
Figur 2: ein anders Verstellgetriebe mit einem anderen Verstellmotor, dessen anderer Stator mit umläuft.Figure 2: a different adjustment gear with another adjustment motor, the other stator rotates with.
Ausführliche Beschreibung der ZeichnungenDetailed description of the drawings
In den Figuren 1 und 2 sind Verstellgetriebe 1 , 1 ' mit elektrischen Verstellmoto- ren 2, 2' dargestellt, die zum Verstellen der Drehwinkellage zwischen der nicht dargestellten Kurbelwelle und der Nockenwelle 3, 3' eines Verbrennungsmotors dienen.In FIGS. 1 and 2, adjusting gears 1, 1 ' with electric adjusting motors 2, 2 ' are shown, which serve to adjust the angular position between the crankshaft (not shown) and the camshaft 3, 3 'of an internal combustion engine.
Das Verstellgetriebe 1 , 1 ' ist als Dreiwellengetriebe ausgebildet, mit einer An- triebswelle 4, 4', einer Abtriebswelle 5, 5' und einer Verstellwelle 6, 6'.The adjustment gear 1, 1 ' is designed as a three-shaft gear, with an input shaft 4, 4 ' , an output shaft 5, 5 ' and an adjustment shaft 6, 6 ' .
Die Antriebswelle 4, 4' ist mit einem Antriebsrad 7, 7' und über dieses mittels eines nicht dargestellten Zahnrades, oder Zahnriemens oder einer Zahnkette mit der Kurbelwelle fest verbunden.The drive shaft 4, 4 ' is firmly connected to a drive wheel 7, 7 ' and via this to the crankshaft by means of a gear, not shown, or toothed belt or a toothed chain.
Die Abtriebswelle 5, 5' steht mit der Nockenwelle 3, 3' und die Verstellwelle 6, 6' mit dem Rotor 8, 8 des Verstellmotors 2, 2' in fester Verbindung.The output shaft 5, 5 ' is in fixed connection with the camshaft 3, 3 ' and the adjusting shaft 6, 6 ' with the rotor 8, 8 of the adjusting motor 2, 2'.
Der Stator 9 des Verstellmotors 2 ist mit dem Zylinderkopf 10 fest verbunden und steht still, der Stator 9' des Verstellmotors 2' ist mit dem Antriebsrad 7' fest verbunden und rotiert wie das Verstellgetriebe 1 mit halber Kurbelwellendrehzahl.The stator 9 of the adjusting motor 2 is firmly connected to the cylinder head 10 and stands still, the stator 9 'of the adjusting motor 2 ' is firmly connected to the drive wheel 7 ' and rotates like the adjusting gear 1 at half the crankshaft speed.
Die Nockenwelle 3, 3' besitzt eine Basis- bzw. Notlaufposition, die für einen sicheren Start und einen eingeschränkten Betrieb erreicht werden muss. Dies gelingt bei intaktem Verstellmotor 2, 2' auch nach einem Abwürgen des Verbrennungsmotors ohne Schwierigkeiten, da der Verstellmotor 2, 2' die Nokkenwelle 3, 3' bei stehendem Verbrennungsmotor oder während des Wieder- starts in die Basisposition verstellt. Es muss aber auch bei ausgefallenem Verstellmotor 2, 2' ein Wiederstart möglich sein, um zumindest eine Werkstatt zu erreichen.The camshaft 3, 3 ' has a basic or emergency running position, which must be achieved for a safe start and limited operation. With the servomotor 2, 2 ' intact, this succeeds without difficulty even after the internal combustion engine has stalled, since the servomotor 2, 2 ' has the camshaft 3, 3 ' with the combustion engine stopped or during starts in the base position. However, even if the adjusting motor 2, 2 'has failed, it must be possible to restart in order to reach at least one workshop.
Die Verstellgetriebe 1 , 1 ' und deren Standgetriebeubersetzung io sind so ausgelegt, dass durch bloßes Festsetzen der Verstellwellen 6, 6' die Nockenwellen 3, 3' beim Anlassen in ihre Basisposition gelangen und der Verbrennungsmotor damit startfähig bleibt.The adjusting gears 1, 1 ' and their stationary gear ratio io are designed so that by simply setting the adjusting shafts 6, 6 ', the camshafts 3, 3 ' reach their basic position when starting and the internal combustion engine thus remains startable.
Bei stillstehender Verstellwelle 6, 6' und rechtsdrehender Antriebswelle 4, 4' gilt für die Auslegung von io:When the adjusting shaft 6, 6 'is stationary and the drive shaft 4, 4' is rotating to the right, the following applies to the design of io
Bei io < 0 liegt ein Minusgetriebe mit Spätverstellung vor; bei 0 < io < 1 ein Plusgetriebe mit Frühverstellung und bei i0 > 1 ein Plusgetriebe mit Spätverstellung.At io <0 there is a minus gear with late adjustment; with 0 <io <1 a positive transmission with early adjustment and with i 0 > 1 a positive transmission with late adjustment.
Das Festsetzen der Verstellwelle 6 kann durch einen unbestromten Verstellmotor 2 mit Permanentmagnet-Rotor 8 oder Permanentmagnet-Stator 9 erfolgen. Der Verstellmotor 2 weist ein Selbsthaltemoment auf, dass von einer Mittellage aus in beide Drehrichtungen bis zu einem Maximum ansteigt und da- nach wieder abfällt. Das Selbsthaltemoment ist das maximale Drehmoment, mit dem man einen nicht erregten Verstellmotor statisch belasten kann, ohne eine ungleichförmige aber kontinuierliche Drehung hervorzurufen.The adjusting shaft 6 can be fixed by a non-energized adjusting motor 2 with a permanent magnet rotor 8 or permanent magnet stator 9. The adjusting motor 2 has a self-holding torque that increases from a central position in both directions of rotation to a maximum and then drops again. The self-holding torque is the maximum torque with which you can statically load a non-energized actuator without causing a non-uniform but continuous rotation.
Das Selbsthaltemoment wird durch das gewandelte Reibmoment des Verstell- getriebes 1 zum Rastmoment verstärkt, das zwischen 60% und 100% des gewandelten maximalen, dynamischen Nockenwellenmomentes bei niedriger Leerlaufdrehzahl des Verbrennungsmotors liegen soll.The self-holding torque is increased by the converted friction torque of the adjusting gear 1 to the cogging torque, which should be between 60% and 100% of the converted maximum, dynamic camshaft torque at a low idling speed of the internal combustion engine.
Reicht das Rastmoment des unbestromten Verstellmotors 2 zum Festsetzen der Verstellwelle nicht aus, wird durch eine zylinderkopffeste, mechanisch oder elektrisch wirkende Bremse 11 zusätzlich ein externes Bremsmoment aufgebracht. Dieses wirkt gleich dem Rastmoment in beide Drehrichtungen der Verstellwelle 6. Nach einem Abwürgen des Verbrennungsmotors oder nach Ausfall des Verstellmotors 2 kann sich die Nockenwelle 3 in einer Undefinierten Position befinden. Durch das Festsetzen bzw. Festbremsen der Verstellwelle 6 wird die Nokkenwelle 3 beim darauffolgenden Anlassen durch die von dem Anlasser verur- sachte Drehbewegung der Antriebswelle 4 in ihre Basisposition verstellt, so dass ein Starten möglich ist.If the cogging torque of the de-energized adjusting motor 2 is not sufficient to fix the adjusting shaft, an external braking torque is additionally applied by a brake 11 which is fixed to the cylinder head and acts mechanically or electrically. This acts like the cogging torque in both directions of rotation of the adjusting shaft 6. After the internal combustion engine has stalled or after the adjustment motor 2 has failed, the camshaft 3 can be in an undefined position. When the adjusting shaft 6 is fixed or braked, the camshaft 3 is moved into its base position during the subsequent starting by the rotary movement of the drive shaft 4 caused by the starter, so that starting is possible.
Da der Stator 9' des Verstellmotors 2' (siehe Figur 2) mit dessen Rotor 8' mitrotiert, ist ein Festsetzen der Verstellwelle 6' durch ein zwischen Stator 9' und Rotor 8' wirksames Selbsthaltemoment nicht möglich. In diesem Fall kann die Verstellwelle 6' nur durch eine zylinderkopffeste, mechanische oder elektrische Bremse 11 ' festgebremst werden. Mit derselben ist nach einem Abwürgen des Verbrennungsmotors oder bei Ausfall des Verstellmotors 2' spätestens beim nächsten Motoranlassen ein Verstellen der Nockenwelle 3' in ihre Basis- position und damit auch ein Motorstart ermöglicht.Since the stator 9 'of the adjusting motor 2 ' (see FIG. 2) also rotates with its rotor 8 ' , it is not possible to fix the adjusting shaft 6 ' by means of a self-holding torque acting between the stator 9 ' and the rotor 8 ' . In this case, the adjusting shaft 6 ' can only be braked by a mechanical or electrical brake 11 ' fixed to the cylinder head. After the internal combustion engine has stalled or in the event of the adjustment motor 2 ' failing, the same enables the camshaft 3 ' to be adjusted to its base position and thus also an engine start at the latest when the engine is started.
Wenn die VerStellmotoren 2, 2' hohe Temperaturen aufweisen, dient das mechanische oder elektrische Festbremsen der Verstellwellen 6, 6' auch zur thermischen Entlastung der VerStellmotoren 2, 2'. If the adjusting motors 2, 2 'have high temperatures, the mechanical or electrical braking of the adjusting shafts 6, 6 ' also serves to thermally relieve the adjusting motors 2, 2 ' .
BezugszeichenlisteLIST OF REFERENCE NUMBERS
1 Verstellgetriebe r Verstellgetriebe elektrischer Verstellmotor1 adjustment gear r adjustment gear electric adjustment motor
2' elektrischer Verstellmotor2 ' electric actuator
3 Nockenwelle3 camshaft
3' Nockenwelle3 ' camshaft
4 Antriebswelle ' Antriebswelle4 drive shaft ' drive shaft
5 Abtriebswelle5 output shaft
5' Abtriebswelle5 ' output shaft
Verstellwelleadjusting
6' Verstellwelle6 ' adjustment shaft
7 Antriebsrad7 drive wheel
7' Antriebsrad7 ' drive wheel
8 Rotor8 rotor
8' Rotor :• '8 ' rotor: • '
9 Stator9 stator
9' Stator9 ' stator
10 Zylinderkopf10 cylinder head
10' Zylinderkopf10 ' cylinder head
11 zylinderkopffeste Bremse11 brake fixed to the cylinder head
11 ' zylinderkopffeste Bremse 11 ' brake fixed to the cylinder head

Claims

Patentansprüche claims
1. Vorrichtung zum lösbaren Verbinden und Verstellen der Nockenwelle (3, 3') und der Kurbelwelle eines Verbrennungsmotors, mit einem als Dreiwellengetriebe ausgebildeten Verstellgetriebe (1 , 1 '), dass eine kurbelwellenverbundene Antriebswelle (4, 4'), eine nockenwellenverbundene Abtriebswelle (5, 5') und eine mit einem elektrischen Verstellmotor (2, 2') verbundene Ver- stellwelle (6, 6') aufweist, wobei zwischen Antriebs- und Abtriebswelle (4, 4'; 5, 5') bei stillstehender Verstellwelle (6, 6') eine Standgetriebeubersetzung io vorliegt, deren Höhe die Getriebegattung (Minus- oder Plusgetriebe) und die Verstellrichtung der Nockenwelle (3, 3') bestimmt, die eine Basis- oder Notlaufposition besitzt, dadurch gekennzeichnet, dass bei Ausfall des Ver- Stellmotors (2, 2') und/oder seiner Steuerung durch Abbremsen bzw. Festsetzen der Verstellwelle (6, 6') und durch Drehen der Antriebswelle (4, 4') sowie durch eine geeignete Standgetriebeubersetzung io die Basis- bzw. Notlaufposition der Nockenwelle (3, 3') erreich- und haltbar sind.1. Device for detachably connecting and adjusting the camshaft (3, 3 ') and the crankshaft of an internal combustion engine, with an adjusting gear (1, 1 ' ) designed as a three-shaft gearbox, that a crankshaft-connected drive shaft (4, 4 ' ), a camshaft-connected output shaft ( 5, 5 ') and one with an electric actuator motor (2, 2' '), wherein between input and output shafts (4, 4') of the adjusting shaft (6, 6 connected; 5, 5 ') at rest, the adjusting shaft ( 6, 6 ' ) there is a stationary gear ratio io, the height of which determines the gear type (minus or positive gear) and the adjustment direction of the camshaft (3, 3 ' ), which has a basic or emergency running position, characterized in that in the event of failure of the Actuator (2, 2 ' ) and / or its control by braking or locking the adjusting shaft (6, 6 ' ) and by turning the drive shaft (4, 4 ') and by a suitable stationary gear ratio io the base or N idling position of the camshaft (3, 3 ' ) are accessible and durable.
2. Vorrichtung nach Anspruch 1 , dadurch gekennzeichnet, dass für eine Spätverstellung der Nockenwelle (3, 3') ein Minusgetriebe mit io < 0 oder ein Plusgetriebe mit io > 1 und für eine Frühverstellung der Nockenwelle (3, 3') ein Plusgetriebe mit 0 < i o < 1 geeignet sind.2. Device according to claim 1, characterized in that for a late adjustment of the camshaft (3, 3 ' ) a minus gear with io <0 or a plus gear with io> 1 and for an early adjustment of the camshaft (3, 3 ' ) with a plus gear 0 <io <1 are suitable.
3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass zum stromfreien Festsetzen der Verstellwelle (6) das Selbsthaltemoment eines Verstellmotors (2) geeignet ist, der einen Rotor (8) und einen zylinderkopffesten Stator aufweist, wobei vorzugsweise der Rotor (8) mit Permanentmagneten ausgerüstet ist.3. Apparatus according to claim 2, characterized in that the self-locking torque of a servomotor (2) is suitable for the current-free fixing of the adjusting shaft (6), which has a rotor (8) and a stator fixed to the cylinder head, preferably the rotor (8) with permanent magnets is equipped.
4. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass durch entsprechendes Auslegen des Verstellmotors (2) und durch Vermehren seines Selbsthaltemoments um das gewandelte Reibmoment des Verstellgetriebes (1 ) vorzugsweise 60% bis 100% des gewandelten, maximalen, dynamischen, auf die Verstellwelle (6) rückwirkenden Nockenwellendrehmoments zumindest beim Start und bei niedrigem Leerlauf des Verbrennungsmotors erreichbar sind.4. The device according to claim 3, characterized in that by appropriately designing the adjusting motor (2) and by increasing its self-holding torque by the converted friction torque of the adjusting gear (1) preferably 60% to 100% of the converted, maximum, dynamic camshaft torque which reacts on the adjusting shaft (6) can be achieved at least at the start and when the internal combustion engine is idling low.
5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, dass bei nicht ausreichendem oder bei nicht vorhandenem Selbsthaltemoment des Verstellmotors (2, 2') das externe Bremsmoment einer zylinderkopffesten, mechanischen oder elektrischen Bremse (11 , 11 ') zum Festsetzen der Ver- stellwelle (6, 6') vorgesehen ist.5. The device according to claim 4, characterized in that if the self-locking torque of the adjusting motor (2, 2 ' ) is insufficient or does not exist, the external braking torque of a mechanical or electrical brake (11, 11 ' ) fixed to the cylinder head for fixing the adjusting shaft ( 6, 6 ' ) is provided.
6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass die Bremsen (11 , 11 ') im niedrigen Leerlauf des Verbrennungsmotors automatisch betätigt und bei arbeitenden VerStellmotoren (2, 2') automatisch gelöst sind.6. The device according to claim 5, characterized in that the brakes (11, 11 ' ) are automatically actuated when the internal combustion engine is at low idle and are automatically released when the adjusting motors (2, 2 ' ) are working.
7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass die Verstellgeschwindigkeit der Nockenwelle (3, 3') aufgrund der gewählten Standgetriebeübersetzungen io bei stehender Verstellwelle (6, 6') und niedriger Leerlaufdrehzahl des Verbrennungsmotors vorzugsweise zwischen 30° und 60° Nockenwinkel pro Sekunde liegt.7. The device according to claim 6, characterized in that the adjustment speed of the camshaft (3, 3 ' ) due to the selected stationary gear ratios io with the adjusting shaft (6, 6 ' ) and low idling speed of the internal combustion engine preferably between 30 ° and 60 ° cam angle per second lies.
8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass die Rückstellung der Nockenwelle (3, 3') in ihre Basis- bzw. Notlaufposition unabhängig von der Drehrichtung des Verstellmotors (2, 2') erfolgt.8. The device according to claim 7, characterized in that the resetting of the camshaft (3, 3 ' ) in its base or emergency running position is independent of the direction of rotation of the adjusting motor (2, 2 ' ).
9. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass in Regelstellung der Nockenwelle (3, 3') die Antriebs-, Abtriebs- und Verstellwelle (4, 4'; 5, 5'; 6, 6') des Verstellgetriebes (1 , 1 ') mit gleicher Drehzahl umlaufen.9. The device according to claim 8, characterized in that in the control position of the camshaft (3, 3 ' ), the input, output and adjustment shaft (4, 4 ' ; 5, 5 ' ; 6, 6') of the adjustment gear (1, 1 ' ) run at the same speed.
10. Vorrichtung nach Anspruch 9, dadurch gekennzeichnet, dass das Verstellgetriebe (1 , 1 ') beispielsweise als Exzenter- oder Wellengetriebe (Plusgetriebe) oder als Taumel- oder Doppelplanetengetriebe (Minus- oder Plusgetriebe) und der Verstellmotor (1 , 1 ') als bürstenloser oder bürstenbestückter Gleichstrommotor ausgebildet sind. 10. The device according to claim 9, characterized in that the adjustment gear (1, 1 ') for example as an eccentric or shaft gear (plus gear) or as a wobble or double planetary gear (minus or plus gear) and the adjusting motor (1, 1 ' ) as brushless or brushed DC motor are formed.
EP03749852A 2002-05-10 2003-03-18 Camshaft adjuster with an electrical drive Expired - Lifetime EP1504172B1 (en)

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PCT/EP2003/002788 WO2003095803A1 (en) 2002-05-10 2003-03-18 Camshaft adjuster with an electrical drive

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US20060112921A1 (en) 2006-06-01
DE10220687A1 (en) 2003-11-20
JP2005525495A (en) 2005-08-25
DE50302006D1 (en) 2006-01-26
WO2003095803A1 (en) 2003-11-20
KR20040106496A (en) 2004-12-17
KR100976099B1 (en) 2010-08-16
JP4233521B2 (en) 2009-03-04
US7032552B2 (en) 2006-04-25
US20050061278A1 (en) 2005-03-24
EP1504172B1 (en) 2005-12-21
AU2003215663A1 (en) 2003-11-11

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