EP2009254A1 - Déphaseur d'arbre à cames - Google Patents

Déphaseur d'arbre à cames Download PDF

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Publication number
EP2009254A1
EP2009254A1 EP07252598A EP07252598A EP2009254A1 EP 2009254 A1 EP2009254 A1 EP 2009254A1 EP 07252598 A EP07252598 A EP 07252598A EP 07252598 A EP07252598 A EP 07252598A EP 2009254 A1 EP2009254 A1 EP 2009254A1
Authority
EP
European Patent Office
Prior art keywords
rotor
gear system
coupling
cam phaser
members
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.)
Withdrawn
Application number
EP07252598A
Other languages
German (de)
English (en)
Inventor
Philippe-Siad Farah
Manfred Kolkman
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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 Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP07252598A priority Critical patent/EP2009254A1/fr
Publication of EP2009254A1 publication Critical patent/EP2009254A1/fr
Withdrawn legal-status Critical Current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
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—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
    • F01L2001/3521—Harmonic drive of flexspline type

Definitions

  • the present invention relates to a cam phaser apparatus, particularly, but not exclusively a variable cam phaser apparatus used in valve trains of automobile engines.
  • cam phase i.e. the angular relationship between the crankshaft and the camshaft
  • Such systems are required to efficiently convert rotational movement from the crankshaft into rotational movement of the camshaft whilst allowing dislocation between these rotational movements in order to allow variation of the cam phase.
  • triple member reduction gearset system equivalent to a planetary gear system comprises a magnetic gear having an outer ring comprising a plurality of magnets (equivalent to the ring gear), a concentric inner ring comprising a plurality of circumferentially spaced magnets (equivalent to a sun gear) and an intermediate ring or carrier member mounted in an annular space between said outer and inner rings and comprising a plurality of circumferentially spaced pole pieces (equivalent to planetary carrier upon which a plurality of planetary gears are mounted).
  • one shaft is connected to the cam sprocket or pulley to comprise a drive member (typically the planet carrier or circular spline) and a second shaft is connected to the camshaft (typically the ring gear or the flex-spline) to comprise a driven member, the remaining third shaft (typically the sun gear or wave generator) being connected to an actuator, in the form of an electric motor, for varying the cam phase (i.e. the angular relationship between the drive and driven members).
  • a drive member typically the planet carrier or circular spline
  • the camshaft typically the ring gear or the flex-spline
  • the remaining third shaft typically the sun gear or wave generator
  • the actuator is typically an electric motor that is mechanically linked to the reduction gearset by means of a mechanical coupling.
  • Fig. 1 illustrates such a known system wherein the reduction gearset system is mounted on the camshaft of the engine as a first unit and the actuator is mounted on the engine (on the cylinder head or a side cover of the engine) in a second step.
  • an alignment coupling such as an Oldham coupling
  • a cam phaser apparatus comprising a triple member gear system, such as a planetary gear system, harmonic drive or magnetic gear, for transferring a driving torque from a drive member to a driven member and for selectively adjusting the angular relationship between the drive and driven members, said triple member gear system comprising a first member connectable to said driven member, a second member connectable to said drive member, and a third member comprising an adjusting means of said triple member gear system, said third member being connected to an actuator for rotating said third member or applying a braking torque and/or a motoring torque to said third member to vary the angular relationship between the first and second members, wherein the actuator comprises an electric motor having a rotor and a stator, the rotor being directly connected to or mounted on the third member.
  • a triple member gear system such as a planetary gear system, harmonic drive or magnetic gear
  • the rotor is mounted on the third member to form an integral part of the triple member gear system.
  • the actuator comprises an axial air-gap type electric motor comprising stator fixedly mounted with respect to the engine and a rotor mounted on said third member to be rotatable therewith, said rotor and stator being coaxially spaced from one another and in facing relationship, one of said rotor and stator being provided with a plurality magnetic pole portions provided on a side face thereof arranged on a circle, the other of the rotor and stator having means for creating a rotating magnetic field.
  • the cam phaser further comprises further comprising a selectively actuable coupling means for selectively coupling two of said first, second and third members.
  • said coupling means is associated with the actuator.
  • said coupling means comprises first and second rotatably mounted coaxial coupling members, a first coupling member mounted on the rotor of the actuator and a second coupling member connected to the second member of the triple member gear system, said first and second coupling members being radially or axially spaced apart from one another, one of said first and second coupling members comprising at least one magnetically conductive region and the other of said first and second members incorporating means for selectively generating a magnetic flux to constrain the first and second members to rotate together.
  • said first and second coupling members of said coupling means respectively comprise concentrically arranged inner and outer rotors having a radial gap therebetween, the inner rotor being formed on a peripheral region of the rotor of the actuator.
  • the coupling means may comprise a selectively actuable mechanical coupling, such as a mechanical clutch arrangement.
  • a known cam phaser apparatus includes a first member 1 of a triple member reduction gearset system A, said first member 1 being connected to the camshaft of the engine.
  • first member 1 could be the planet carrier and planetary gears.
  • first member 1 could be the circular spline.
  • first member 1 could be the intermediate ring or pole pieces.
  • a second member 2 of the triple member gear system is connected to a crankshaft of the engine via a pulley or cam sprocket and an endless belt or chain.
  • the second member 2 could be the ring gear.
  • the second member 2 could be the flex-spline.
  • the second member 2 could be the outer ring.
  • a third member 3 of the triple member gear system is connected to an electric motor 4 for altering the cam phase of the engine.
  • the third member 3 could be the sun gear.
  • the third member 3 could be the wave generator.
  • the third member 3 could be the inner ring.
  • the housing of the motor is fixed with respect to the cylinder head while the rotor of the motor rotates with the camshaft.
  • a braking torque is applied to the third member 3 by the electric motor 4 to decelerate the third member 3, thus advancing the camshaft angle with respect to the crankshaft.
  • a motoring torque is applied to the third member 3 by the electric motor to accelerate the third member 3, thus retarding the camshaft angle with respect to the crankshaft.
  • a magnetic coupling means 5 is provided between the second member 2 and the third member 3 to selectively couple the second and third members 2,3 together, causing all three member to rotate together at the same speed.
  • an alignment coupling 6 typically an Oldham coupling, is provided for transferring a driving torque between the electric motor 4 and the reduction gearset system.
  • Such coupling 6 increases the cost and complexity of the system, increases the space taken by the cam phaser apparatus and may lead to problems of wear and increased maintenance issues.
  • the self contained electric motor 4 requires support bearings and a separate housing, further increasing the size of the cam phaser apparatus.
  • the actuator is integrated into the reduction gearset system through the use of an axial air-gap type electric motor.
  • the cam phaser apparatus includes a first member 10 of a triple member reduction gearset system, said first member 10 being connected to the camshaft 21 of the engine.
  • first member 10 could be the planet carrier and planetary gears.
  • first member 10 could be the circular spline.
  • first member 10 could be the intermediate ring or pole pieces.
  • a second member 12 of the triple member gear system is connected to a crankshaft of the engine via a pulley or cam sprocket 20 and an endless belt or chain.
  • the second member 12 could be the ring gear.
  • the second member 12 could be the flex-spline.
  • the second member 12 could be the outer ring.
  • a third member 13 of the triple member gear system is drivingly connected to an actuator as will be described below for altering the cam phase of the engine.
  • the third member 13 could be the sun gear.
  • the third member 13 could be the wave generator.
  • the third member 13 could be the inner ring.
  • the housing of the motor is fixed with respect to the cylinder head of the engine while the rotor of the motor rotates with the camshaft.
  • a braking torque is applied to the third member 13 by the actuator to decelerate the third member 13, thus advancing the camshaft angle with respect to the crankshaft.
  • a motoring torque is applied to the third member 13 by the actuator to accelerate the third member 13, thus retarding the camshaft angle with respect to the crankshaft.
  • Position sensors may be provided to allow the relative position of the first, second and/or third members to provide a feedback control signal to control the operation of the cam phaser apparatus.
  • an axial air-gap electric motor 25 is utilised as the actuator, a stator 26 of the motor being fixed to the cylinder head of the engine or an adjacent engine cover and the rotor 27 of the motor being mounted on the third member 13, the rotor and stator being coaxially arrange and aligned with the vehicle camshaft.
  • axial air-gap electric motors are known, albeit not in relation to cam phaser systems, and thus will not be described in more detail.
  • a magnetic coupling means 15 is provided between the second member 12 and the third member 13 to selectively couple the second and third members 2,3 together, causing all three member to rotate together at the same speed, an inner rotor member 30 of the magnetic coupling 15 being mounted on the peripheral edge of the rotor 27 of the motor 25.
  • a small motoring torque may be applied to the rotor to maintain the rotor speed at the same speed as the camshaft to maintain a given cam timing.
  • the direct mounting of the rotor 27 of the motor 25 on the third member of the triple member gear system obviates the need for separate motor support bearings.
  • the provision of an axial air-gap between the rotor 27 and the stator 26 avoids the need for precise axial alignment between the rotor and stator and thus avoids the need for an alignment coupling between the rotor and the third member of the triple member gear system.
  • a more compact and reliable cam phaser system is produced.
  • the magnetic coupling may be omitted if desired, in which case, when no phase adjustment is required, the speed of the third member shall be synchronised with the speed of the second member. To achieve such synchronisation, a small current may be supplied to the actuating motor to compensate for frictional losses.
EP07252598A 2007-06-27 2007-06-27 Déphaseur d'arbre à cames Withdrawn EP2009254A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07252598A EP2009254A1 (fr) 2007-06-27 2007-06-27 Déphaseur d'arbre à cames

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07252598A EP2009254A1 (fr) 2007-06-27 2007-06-27 Déphaseur d'arbre à cames

Publications (1)

Publication Number Publication Date
EP2009254A1 true EP2009254A1 (fr) 2008-12-31

Family

ID=38707262

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07252598A Withdrawn EP2009254A1 (fr) 2007-06-27 2007-06-27 Déphaseur d'arbre à cames

Country Status (1)

Country Link
EP (1) EP2009254A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3009337A1 (fr) * 2013-08-01 2015-02-06 Peugeot Citroen Automobiles Sa Dispositif de transmission mecanique a train epicycloidal commutable
JP2016516942A (ja) * 2013-05-02 2016-06-09 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ 特に内燃機関のカムシャフトの調整のための調整装置
CN110832171A (zh) * 2017-09-27 2020-02-21 伊希欧1控股有限公司 具有凸轮轴相位调节器的组合件

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4110195A1 (de) * 1991-03-28 1992-10-01 Schaeffler Waelzlager Kg Verstellvorrichtung fuer eine nockenwelle
EP1039101A2 (fr) * 1999-03-23 2000-09-27 TCG UNITECH Aktiengesellschaft Déphaseur d'arbre à cames pour moteur à combustion interne
US20030070643A1 (en) * 2001-10-12 2003-04-17 Hitachi Unisia Automotive, Ltd. Valve timing control apparatus
EP1338761A1 (fr) * 2002-02-22 2003-08-27 BorgWarner Inc. Engrenage à vis sans fin pour un déphaseur variable
DE10248355A1 (de) * 2002-10-17 2004-04-29 Ina-Schaeffler Kg Nockenwellenversteller mit elektrischem Antrieb
DE102004033894A1 (de) * 2004-07-14 2006-02-09 Daimlerchrysler Ag Nockenwellenverstelleinrichtung
US20060042578A1 (en) * 2004-08-31 2006-03-02 Denso Corporation Engine rotation condition detecting system and engine control method

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4110195A1 (de) * 1991-03-28 1992-10-01 Schaeffler Waelzlager Kg Verstellvorrichtung fuer eine nockenwelle
EP1039101A2 (fr) * 1999-03-23 2000-09-27 TCG UNITECH Aktiengesellschaft Déphaseur d'arbre à cames pour moteur à combustion interne
US20030070643A1 (en) * 2001-10-12 2003-04-17 Hitachi Unisia Automotive, Ltd. Valve timing control apparatus
EP1338761A1 (fr) * 2002-02-22 2003-08-27 BorgWarner Inc. Engrenage à vis sans fin pour un déphaseur variable
DE10248355A1 (de) * 2002-10-17 2004-04-29 Ina-Schaeffler Kg Nockenwellenversteller mit elektrischem Antrieb
DE102004033894A1 (de) * 2004-07-14 2006-02-09 Daimlerchrysler Ag Nockenwellenverstelleinrichtung
US20060042578A1 (en) * 2004-08-31 2006-03-02 Denso Corporation Engine rotation condition detecting system and engine control method

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016516942A (ja) * 2013-05-02 2016-06-09 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ 特に内燃機関のカムシャフトの調整のための調整装置
FR3009337A1 (fr) * 2013-08-01 2015-02-06 Peugeot Citroen Automobiles Sa Dispositif de transmission mecanique a train epicycloidal commutable
CN110832171A (zh) * 2017-09-27 2020-02-21 伊希欧1控股有限公司 具有凸轮轴相位调节器的组合件

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