EP1504172B1 - Nockenwellenversteller mit elektrischem antrieb - Google Patents
Nockenwellenversteller mit elektrischem antrieb Download PDFInfo
- Publication number
- EP1504172B1 EP1504172B1 EP03749852A EP03749852A EP1504172B1 EP 1504172 B1 EP1504172 B1 EP 1504172B1 EP 03749852 A EP03749852 A EP 03749852A EP 03749852 A EP03749852 A EP 03749852A EP 1504172 B1 EP1504172 B1 EP 1504172B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- camshaft
- adjusting
- shaft
- gearing
- servomotor
- 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.)
- Expired - Lifetime
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
-
- 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 claim 1.
- variable displacement motor systems can be the variable motor and / or its Control fail and thereby prevent the achievement of the base position.
- DE 41 10 195 A1 discloses a device for releasably connecting and adjusting describes the camshafts and the crankshaft of an internal combustion engine, with a trained as a three-shaft gear adjustment, the one crankshaft-connected drive shaft, a camshaft-connected Output shaft and connected to an electric variable motor Has adjusting shaft, wherein between the input and output shaft at a standstill Adjusting a stationary gear ratio io is present, the height of the Transmission type (negative or positive gear) and the adjustment direction of the camshafts determined who have a basic or emergency position.
- This adjustment is a smooth and accurate adjustment the camshaft position sought. So in case of failure of the variable displacement engine system the function of the internal combustion engine maintained at least makeshift can be, a limitation of the adjustment is provided. A note upon reaching the base or emergency position in such a case is missing however.
- the invention is therefore based on the object, an electric camshaft adjuster to create, in which the camshaft even in case of failure of Adjusting motor and / or the same control in its base position adjustable is.
- the object is solved by the features of patent claim 1.
- the camshaft After deceleration or setting of the adjusting be adjusted by turning the drive shaft in the low idle of the engine or - if it was strangled - when restarting the same, even with failed Verstellmotor system, the camshaft in its basic or emergency position. In this position, the vehicle can be started and operated with certain restrictions, so that a workshop can be achieved.
- Prerequisite is a suitable stationary gear ratio i 0 , by the desired transmission type (plus or minus) and the adjustment (late or early) is determined.
- the output shaft rotates faster than the drive shaft, that is, in the clockwise direction and thus in the direction of advance.
- the adjusting motor with a permanent magnet rotor has a passive self-holding moment, which from a middle position in both directions of rotation rise to a maximum and then fall again.
- the increased by the converted friction torque of the variable transmission Self-holding torque of the adjusting motor must be only 60% - 100% of the converted maximum dynamic camshaft torque retroactively acting on the adjusting shaft because the energy content of the tips of the camshaft torque is low and the necessary holding torque more through 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 cylinder-head-fixed stator.
- the adjustment speed of the camshaft is preferably between 30 ° and 60 ° cam angle per second due to the selected stationary gear ratio i 0 with stationary adjusting and low idle speed of the engine. It is irrelevant whether the adjusting motor adjusted when returning the camshaft in its base position in one or two directions of rotation.
- eccentric or wave gear Pulsitive gear
- wobble or double planetary gear minus or plus gearbox
- the adjusting motors are as usual brushless Permanent magnet rotor motors or as brush-mounted external excitation DC motors trained.
- Figures 1 and 2 are adjusting 1, 1 'with electric adjusting motors 2, 2 'shown, for adjusting the rotational angle position between the not shown crankshaft and the camshaft 3, 3 'of an internal combustion engine serve.
- the adjusting 1, 1 ' is designed as a three-shaft gear, with a drive shaft 4, 4 ', an output shaft 5, 5' and an adjusting shaft 6, 6 '.
- the drive shaft 4, 4 ' is connected to a drive wheel 7, 7' and via this means a gear, not shown, or toothed belt or a toothed chain firmly connected to the crankshaft.
- the output shaft 5, 5 ' is connected to the camshaft 3, 3' and the adjusting shaft 6, 6 'with the rotor 8, 8' of the adjusting motor 2, 2 'in a fixed connection.
- the stator 9 of the adjusting motor 2 is fixedly connected to the cylinder head 10 and stands still, the stator 9 'of the adjusting motor 2' is connected to the drive wheel 7 ' firmly connected and rotated as the adjusting 1 with half crankshaft speed.
- the camshaft 3, 3 ' has a base or emergency running position, the for a safe start and limited operation must be achieved. This succeeds intact adjustment motor 2, 2 'even after a stalling of the engine without difficulty, since the adjusting motor 2, 2 'the camshaft 3, 3 'with the internal combustion engine or during the restart adjusted to the base position. But it also has to be with failed adjustment motor 2, 2 'a restart may be possible to at least one workshop to reach.
- the adjusting gears 1, 1 'and their stationary gear ratio io are designed to that merely by setting the adjusting shafts 6, 6 ', the camshafts 3, 3 'get into their base position when starting and the internal combustion engine so that it remains bootable.
- the setting of the adjusting 6 can by a de-energized variable motor 2 with permanent magnet rotor 8 or permanent magnet stator 9 done.
- the adjusting motor 2 has a self-holding torque that of a central position off in both directions up to a maximum and after falls again.
- the self-holding torque is the maximum torque, with which one can statically load a non-energized variable motor, without one to cause nonuniform but continuous rotation.
- the self-holding torque is due to the converted friction torque of the variable speed 1 reinforced to the cogging torque, which is between 60% and 100% of the converted maximum, dynamic camshaft torque at low Idle speed of the engine should be.
- the camshaft 3 After a stalling of the internal combustion engine or after failure of the adjustment motor 2, the camshaft 3 may be in an undefined position. By setting or hard braking the adjusting 6, the camshaft 3 on the subsequent start by that caused by the starter Rotary movement of the drive shaft 4 adjusted in its base position, so that a start is possible.
- stator 9 'of the adjusting motor 2' (see Figure 2) with its rotor 8 ' mitrotiert is a setting of the adjusting shaft 6 'by a between stator 9' and rotor 8 'effective self-holding torque not possible.
- the mechanical serves or electrical stalling of the adjusting shafts 6, 6 'also for thermal relief of the adjusting motors 2, 2 '.
Landscapes
- 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)
Description
- Figur 1
- ein Verstellgetriebe mit einem Verstellmotor, dessen Stator zylinderkopffest ist;
- Figur 2:
- ein anders Verstellgetriebe mit einem anderen Verstellmotor, dessen anderer Stator mit umläuft.
- 1
- Verstellgetriebe
- 1'
- Verstellgetriebe
- 2
- elektrischer Verstellmotor
- 2'
- elektrischer Verstellmotor
- 3
- Nockenwelle
- 3'
- Nockenwelle
- 4
- Antriebswelle
- 4'
- Antriebswelle
- 5
- Abtriebswelle
- 5'
- Abtriebswelle
- 6
- Verstellwelle
- 6'
- Verstellwelle
- 7
- Antriebsrad
- 7'
- Antriebsrad
- 8
- Rotor
- 8'
- Rotor
- 9
- Stator
- 9'
- Stator
- 10
- Zylinderkopf
- 10'
- Zylinderkopf
- 11
- zylinderkopffeste Bremse
- 11'
- zylinderkopffeste Bremse
Claims (9)
- 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 Verstellwelle (6, 6') aufweist, wobei in der Regelstellung der Nockenwelle (3, 3') die Antriebs-, Abtriebs- und Verstellwelle (4, 4'; 5, 5'; 6, 6') des Verstellgetriebes (1, 1') mit gleicher Drehzahl umlaufen und, wobei zwischen Antriebs- und Abtriebswelle (4, 4'; 5, 5') bei stillstehender Verstellwelle (6, 6') eine Standgetriebeübersetzung i0 vorliegt, deren Höhe die Getriebegattung (Minus- oder Plusgetriebe) und die Verstellrichtung der Nockenwelle (3, 3') bestimmt, die eine Notlaufposition besitzt, dadurch gekennzeichnet, dass bei Ausfall des Verstellmotors (2, 2') und/oder seiner Steuerung durch Abbremsen der Verstellwelle (6, 6') und durch Drehen der Antriebswelle (4, 4') sowie durch eine geeignete Standgetriebeübersetzung io die Notlaufposition der Nockenwelle (3, 3') erreichbar sind.
- Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass für eine Spätverstellung der Nockenwelle (3, 3') ein Minusgetriebe mit i0 < 0 oder ein Plusgetriebe mit io > 1 und für eine Frühverstellung der Nockenwelle (3, 3') ein Plusgetriebe mit 0 < i0< 1 geeignet sind.
- 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.
- 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.
- Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, dass bei nicht ausreichendem oder bei nicht vorhandenem Selbsthaltemoment des Verstellmotors (2, 2') das oben genannte Abbremsen durch eine externe Bremsmoment einer zylinderkopffesten, mechanischen oder elektrischen Bremse (11, 11') vorgesehen ist.
- 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.
- Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass die Verstellgeschwindigkeit der Nockenwelle (3, 3') aufgrund der gewählten Standgetriebeübersetzungen i0 bei stehender Verstellwelle (6, 6') und niedriger Leerlaufdrehzahl des Verbrennungsmotors vorzugsweise zwischen 30° und 60° Nockenwinkel pro Sekunde liegt.
- Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass die Rückstellung der Nockenwelle (3, 3') in ihre Notlaufposition unabhängig von der Drehrichtung des Verstellmotors (2, 2') erfolgt.
- Vorrichtung nach Anspruch 8, 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.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10220687 | 2002-05-10 | ||
DE10220687A DE10220687A1 (de) | 2002-05-10 | 2002-05-10 | Nockenwellenversteller mit elektrischem Antrieb |
PCT/EP2003/002788 WO2003095803A1 (de) | 2002-05-10 | 2003-03-18 | Nockenwellenversteller mit elektrischem antrieb |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1504172A1 EP1504172A1 (de) | 2005-02-09 |
EP1504172B1 true EP1504172B1 (de) | 2005-12-21 |
Family
ID=29265179
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03749852A Expired - Lifetime EP1504172B1 (de) | 2002-05-10 | 2003-03-18 | Nockenwellenversteller mit elektrischem antrieb |
Country Status (7)
Country | Link |
---|---|
US (2) | US7032552B2 (de) |
EP (1) | EP1504172B1 (de) |
JP (1) | JP4233521B2 (de) |
KR (1) | KR100976099B1 (de) |
AU (1) | AU2003215663A1 (de) |
DE (2) | DE10220687A1 (de) |
WO (1) | WO2003095803A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013164129A1 (de) | 2012-05-03 | 2013-11-07 | Magna Powertrain Ag & Co Kg | Nockenwellenversteller |
Families Citing this family (35)
Publication number | Priority date | Publication date | Assignee | Title |
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DE10220687A1 (de) * | 2002-05-10 | 2003-11-20 | Ina Schaeffler Kg | Nockenwellenversteller mit elektrischem Antrieb |
DE10248351A1 (de) * | 2002-10-17 | 2004-04-29 | Ina-Schaeffler Kg | Elektrisch angetriebener Nockenwellenversteller |
DE10330872B4 (de) * | 2003-07-09 | 2018-05-30 | Schaeffler Technologies AG & Co. KG | Verfahren zum Bestimmen des Verdrehwinkels einer Nockenwelle gegenüber der Kurbelwelle eines Verbrennungsmotors |
DE10352255B4 (de) | 2003-11-08 | 2017-03-09 | Schaeffler Technologies AG & Co. KG | Verstellvorrichtung zum Verstellen der relativen Drehwinkellage einer Nockenwelle gegenüber einer Kurbelwelle einer Brennkraftmaschine |
DE10352361B4 (de) * | 2003-11-10 | 2020-08-27 | Schaeffler Technologies AG & Co. KG | Nockenwellenversteller mit elektrischem Antrieb |
DE10352851A1 (de) | 2003-11-10 | 2005-06-23 | Aft Atlas Fahrzeugtechnik Gmbh | Verdrehwinkelregelung |
DE102004033522A1 (de) * | 2004-07-10 | 2006-02-09 | Ina-Schaeffler Kg | Nockenwellenversteller mit elektrischem Antrieb |
DE102004043548B4 (de) * | 2004-09-09 | 2013-04-18 | Daimler Ag | Vorrichtung zur Winkelverstellung zwischen zwei rotierenden, antriebsverbundenen Elementen |
DE102004061674B4 (de) | 2004-10-22 | 2019-09-12 | Schaeffler Technologies AG & Co. KG | Verfahren zum Betreiben einer Brennkraftmaschine |
DE102004051427A1 (de) * | 2004-10-22 | 2006-05-11 | Ina-Schaeffler Kg | Verfahren zum Betreiben einer Brennkraftmaschine |
US7954466B2 (en) | 2004-11-16 | 2011-06-07 | Schaeffler Kg | Process for adjusting the angular position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft |
CN101107774A (zh) * | 2005-01-13 | 2008-01-16 | 谢夫勒两合公司 | 用于电机的供电装置、用于驱动电机的方法 |
WO2007016889A1 (de) * | 2005-08-09 | 2007-02-15 | Schaeffler Kg | Hubkolben-verbrennungsmaschine und verfahren zur bestimmung des verschleisses eines zwischen kurbel- und nockenwelle angeordneten übertragungselements |
DE102005037714A1 (de) * | 2005-08-10 | 2007-02-15 | Daimlerchrysler Ag | Stellvorrichtung für eine Brennkraftmaschine, insbesondere Nockenwellenstellvorrichtung |
DE102005039460A1 (de) * | 2005-08-20 | 2007-02-22 | Daimlerchrysler Ag | Stellvorrichtung für eine Brennkraftmaschine, insbesondere Nockenwellenstellvorrichtung |
DE102005044809A1 (de) * | 2005-09-20 | 2007-03-29 | Daimlerchrysler Ag | Nockenwellenstellvorrichtung |
DE102006007584A1 (de) * | 2006-02-18 | 2007-08-30 | Schaeffler Kg | Nockenwellenversteller mit einem Überlagerungsgetriebe |
DE102006017232A1 (de) * | 2006-04-12 | 2007-10-25 | Schaeffler Kg | Synchronisationsvorrichtung für einen Motor |
JP4923757B2 (ja) | 2006-06-06 | 2012-04-25 | トヨタ自動車株式会社 | 可変バルブタイミング装置 |
JP4552902B2 (ja) * | 2006-06-22 | 2010-09-29 | 株式会社デンソー | バルブタイミング調整装置 |
JP2008057349A (ja) * | 2006-08-29 | 2008-03-13 | Toyota Motor Corp | エンジンシステム |
EP2017436A1 (de) * | 2007-06-16 | 2009-01-21 | Delphi Technologies, Inc. | Variable Nockenverstellvorrichtung |
DE102008050824A1 (de) | 2008-10-08 | 2010-04-15 | Schaeffler Kg | Bremsvorrichtung für einen Elektromotor sowie deren Verwendung, insbesondere an einem Nockenwellenversteller |
DE102008043673A1 (de) | 2008-11-12 | 2010-05-20 | Zf Friedrichshafen Ag | Verstellsystem für Nockenwellen einer Brennkraftmaschine |
DE102008043671A1 (de) | 2008-11-12 | 2010-05-20 | Zf Friedrichshafen Ag | Verstellsystem für Nockenwellen einer Brennkraftmaschine |
DE102009026626A1 (de) | 2009-06-02 | 2010-12-09 | Zf Friedrichshafen Ag | Kupplung oder Bremse in oder an einem Getriebe |
DE102009035894A1 (de) * | 2009-08-03 | 2011-02-10 | Wittenstein Ag | Maschine zum Festlegen |
DE102010021774A1 (de) * | 2010-05-27 | 2011-12-01 | Daimler Ag | Stellvorrichtung für eine Brennkraftmaschinenventiltriebvorrichtung |
DE102010039861A1 (de) * | 2010-08-27 | 2012-03-01 | Zf Friedrichshafen Ag | Ventiltrieb eines Verbrennungskolbenmotors |
US20120080968A1 (en) * | 2010-10-01 | 2012-04-05 | Knight Steven J | Magnetic brake for motor |
EP2520772B1 (de) * | 2011-05-02 | 2016-06-29 | MAGNA Powertrain GmbH & Co KG | Nockenwellenversteller mit Vorrichtung zum Notbetrieb |
JP5462380B2 (ja) * | 2013-03-07 | 2014-04-02 | 日立オートモティブシステムズ株式会社 | 内燃機関のバルブタイミング制御装置 |
JP5719008B2 (ja) * | 2013-11-07 | 2015-05-13 | 日立オートモティブシステムズ株式会社 | 内燃機関の可変動弁装置 |
FR3022414B1 (fr) * | 2014-06-12 | 2016-07-01 | Mmt Sa | Ensemble mecatronique pour l'entrainement d'un organe exterieur utilisant un moteur sans balai et un ensemble simple de composants electroniques. |
DE102019103104B3 (de) * | 2019-02-08 | 2020-06-04 | Schaeffler Technologies AG & Co. KG | Nockenwellenverstellsystem und Verfahren zum Betrieb eines Nockenwellenverstellsystems |
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JPS62101814A (ja) * | 1985-10-29 | 1987-05-12 | Isuzu Motors Ltd | エンジンのエネルギ−回収装置 |
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US6257186B1 (en) * | 1999-03-23 | 2001-07-10 | Tcg Unitech Aktiengesellschaft | Device for adjusting the phase angle of a camshaft of an internal combustion engine |
US6216654B1 (en) * | 1999-08-27 | 2001-04-17 | Daimlerchrysler Corporation | Phase changing device |
US6457446B1 (en) * | 1999-09-22 | 2002-10-01 | Aimbridge Pty Ltd. | Phase control mechanism |
AT409030B (de) | 2000-03-09 | 2002-05-27 | Tcg Unitech Ag | Vorrichtung zur verstellung einer nockenwelle |
DE10112048A1 (de) * | 2000-03-17 | 2001-09-20 | Atlas Fahrzeugtechnik Gmbh | Verstelleinrichtung |
DE10220687A1 (de) * | 2002-05-10 | 2003-11-20 | Ina Schaeffler Kg | Nockenwellenversteller mit elektrischem Antrieb |
US7089897B2 (en) * | 2002-07-11 | 2006-08-15 | Ina-Schaeffler Kg | Electrically driven camshaft adjuster |
-
2002
- 2002-05-10 DE DE10220687A patent/DE10220687A1/de not_active Withdrawn
-
2003
- 2003-03-18 AU AU2003215663A patent/AU2003215663A1/en not_active Abandoned
- 2003-03-18 KR KR1020047017940A patent/KR100976099B1/ko active IP Right Grant
- 2003-03-18 EP EP03749852A patent/EP1504172B1/de not_active Expired - Lifetime
- 2003-03-18 DE DE50302006T patent/DE50302006D1/de not_active Expired - Lifetime
- 2003-03-18 JP JP2004503779A patent/JP4233521B2/ja not_active Expired - Lifetime
- 2003-03-18 WO PCT/EP2003/002788 patent/WO2003095803A1/de active IP Right Grant
-
2004
- 2004-11-02 US US10/979,487 patent/US7032552B2/en not_active Expired - Lifetime
-
2006
- 2006-01-05 US US11/326,529 patent/US20060112921A1/en not_active Abandoned
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013164129A1 (de) | 2012-05-03 | 2013-11-07 | Magna Powertrain Ag & Co Kg | Nockenwellenversteller |
DE102012207318A1 (de) | 2012-05-03 | 2013-11-07 | Magna Powertrain Ag & Co. Kg | Nockenwellenversteller |
DE102012207318B4 (de) | 2012-05-03 | 2021-07-15 | Hanon Systems Efp Deutschland Gmbh | Nockenwellenversteller |
Also Published As
Publication number | Publication date |
---|---|
JP2005525495A (ja) | 2005-08-25 |
US7032552B2 (en) | 2006-04-25 |
KR100976099B1 (ko) | 2010-08-16 |
JP4233521B2 (ja) | 2009-03-04 |
EP1504172A1 (de) | 2005-02-09 |
KR20040106496A (ko) | 2004-12-17 |
US20050061278A1 (en) | 2005-03-24 |
DE50302006D1 (de) | 2006-01-26 |
AU2003215663A1 (en) | 2003-11-11 |
US20060112921A1 (en) | 2006-06-01 |
DE10220687A1 (de) | 2003-11-20 |
WO2003095803A1 (de) | 2003-11-20 |
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