EP1504172B1 - Dispositif de reglage d'arbre a cames a entrainement electrique - Google Patents

Dispositif de reglage d'arbre a cames a entrainement electrique Download PDF

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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
Application number
EP03749852A
Other languages
German (de)
English (en)
Other versions
EP1504172A1 (fr
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/fr
Application granted granted Critical
Publication of EP1504172B1 publication Critical patent/EP1504172B1/fr
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 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 '.

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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)

Claims (9)

  1. Dispositif pour relier de manière amovible et régler l'arbre à cames (3, 3') et le vilebrequin d'un moteur à combustion interne, comportant un mécanisme de réglage (1, 1') conformé en tant qu'engrenage à trois arbres, lequel présente un arbre d'entraínement (4, 4') relié au vilebrequin, un arbre mené (5, 5') relié à l'arbre à cames (3, 3') et un arbre de réglage (6, 6') relié à un moteur de réglage (2, 2') électrique, l'arbre d'entraínement (4, 4'), l'arbre mené (5, 5') et l'arbre de réglage (6, 6') du mécanisme de réglage (1, 1') tournant à la même vitesse dans la position de réglage de l'arbre à cames (3, 3') et un rapport d'engrenage io, dont la grandeur détermine le type d'engrenage (engrenage négatif ou engrenage positif) et le sens de réglage de l'arbre à cames (3, 3'), lequel possède une position de fonctionnement d'urgence, existant entre l'arbre d'entraínement (4 , 4') et l'arbre mené (5, 5') lorsque l'arbre de réglage (6, 6') est à l'arrêt, caractérisé en ce qu'en cas de panne du moteur de réglage (2, 2') et/ou de sa commande, la position de fonctionnement d'urgence de l'arbre à cames (3, 3') peut être atteinte par freinage de l'arbre de réglage (6, 6') et par rotation de l'arbre d'entraínement (4, 4') ainsi que par un rapport d'engrenage io approprié.
  2. Dispositif selon la revendication 1, caractérisé en ce qu'un engrenage négatif à io < 0 ou un engrenage positif à io > 1 est approprié pour un réglage du retard de l'arbre à cames (3, 3') et en ce qu'un engrenage positif à 0 < io < 1 est approprié pour un réglage de l'avance de l'arbre à cames (3, 3').
  3. Dispositif selon la revendication 2, caractérisé en ce que le moment d'auto-maintien d'un moteur de réglage (2), lequel présente un rotor (8) et un stator (9) rigide à la culasse, de préférence le rotor (8) étant équipé d'aimants permanents, est approprié pour immobiliser sans courant l'arbre de réglage (6).
  4. Dispositif selon la revendication 3, caractérisé en ce que de préférence 60% à 100% du moment de rotation dynamique maximum hélicoïdal de l'arbre à cames agissant en retour sur l'arbre de réglage (6) peuvent être atteints au moins lors de la mise en marche et lors du fonctionnement à bas régime du moteur à combustion interne, par un dimensionnement correspondant du moteur de réglage (2) et par une augmentation de son moment d'auto-maintien du moment de frottement hélicoïdal du mécanisme de réglage (1).
  5. Dispositif selon la revendication 4, caractérisé en ce qu'en cas de moment d'auto-maintien insuffisant du moteur de réglage (2, 2') ou en l'absence de moment d'auto-maintien, le freinage mentionné ci-dessus est fourni par un moment de freinage externe d'un frein (11, 11') mécanique ou électrique rigide à la culasse.
  6. Dispositif selon la revendication 5, caractérisé en ce que les freins (11, 11') sont actionnés automatiquement lors du fonctionnement à bas régime du moteur à combustion interne et relâchés automatiquement lors du fonctionnement des moteurs de réglage (2, 2').
  7. Dispositif selon la revendication 6, caractérisé en ce que sur base du rapport d'engrenage io choisi, la vitesse de réglage de l'arbre à cames (3, 3') est de préférence entre 30° et 60° d'angle de came par seconde lorsque l'arbre de réglage (6, 6') est à l'arrêt et lors du fonctionnement à bas régime du moteur à combustion interne.
  8. Dispositif selon la revendication 7, caractérisé en ce que le rappel de l'arbre à cames (3, 3') dans sa position de fonctionnement d'urgence a lieu indépendamment du sens de rotation du moteur de réglage (2, 2').
  9. Dispositif selon la revendication 8, caractérisé en ce que le mécanisme de réglage (1, 1') est conformé par exemple en tant mécanisme à excentriques ou à arbres (engrenage positif) ou en tant que mécanisme à plateaux oscillants ou à planétaires doubles (engrenage négatif ou positif) et le moteur de réglage (1, 1') en tant que moteur sans balais ou en tant que moteur à courant continu équipé de balais.
EP03749852A 2002-05-10 2003-03-18 Dispositif de reglage d'arbre a cames a entrainement electrique Expired - Lifetime EP1504172B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10220687A DE10220687A1 (de) 2002-05-10 2002-05-10 Nockenwellenversteller mit elektrischem Antrieb
DE10220687 2002-05-10
PCT/EP2003/002788 WO2003095803A1 (fr) 2002-05-10 2003-03-18 Dispositif de reglage d'arbre a cames a entrainement electrique

Publications (2)

Publication Number Publication Date
EP1504172A1 EP1504172A1 (fr) 2005-02-09
EP1504172B1 true EP1504172B1 (fr) 2005-12-21

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ID=29265179

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03749852A Expired - Lifetime EP1504172B1 (fr) 2002-05-10 2003-03-18 Dispositif de reglage d'arbre a cames a entrainement electrique

Country Status (7)

Country Link
US (2) US7032552B2 (fr)
EP (1) EP1504172B1 (fr)
JP (1) JP4233521B2 (fr)
KR (1) KR100976099B1 (fr)
AU (1) AU2003215663A1 (fr)
DE (2) DE10220687A1 (fr)
WO (1) WO2003095803A1 (fr)

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WO2013164129A1 (fr) 2012-05-03 2013-11-07 Magna Powertrain Ag & Co Kg Déphaseur d'arbre à cames

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013164129A1 (fr) 2012-05-03 2013-11-07 Magna Powertrain Ag & Co Kg Déphaseur d'arbre à cames
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
KR100976099B1 (ko) 2010-08-16
JP2005525495A (ja) 2005-08-25
US20060112921A1 (en) 2006-06-01
WO2003095803A1 (fr) 2003-11-20
KR20040106496A (ko) 2004-12-17
DE50302006D1 (de) 2006-01-26
US7032552B2 (en) 2006-04-25
JP4233521B2 (ja) 2009-03-04
AU2003215663A1 (en) 2003-11-11
US20050061278A1 (en) 2005-03-24
DE10220687A1 (de) 2003-11-20
EP1504172A1 (fr) 2005-02-09

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