EP2222940B1 - Non-synchronous belt driven camshaft phase shift device - Google Patents
Non-synchronous belt driven camshaft phase shift device Download PDFInfo
- Publication number
- EP2222940B1 EP2222940B1 EP08837604A EP08837604A EP2222940B1 EP 2222940 B1 EP2222940 B1 EP 2222940B1 EP 08837604 A EP08837604 A EP 08837604A EP 08837604 A EP08837604 A EP 08837604A EP 2222940 B1 EP2222940 B1 EP 2222940B1
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- EP
- European Patent Office
- Prior art keywords
- crankshaft
- input shaft
- phase shift
- camshaft
- planetary gear
- 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.)
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Classifications
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- 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
-
- 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
Definitions
- Camshaft phase shifting devices are used in internal combustion engines to vary valve timing to improve fuel consumption and to improve exhaust gas quality. It is possible with current camshaft shifters to time the operation of the valves for maximum comfort and/or for maximum torque and the highest performance. Camshaft phase shifting devices used today are driven by a crankshaft though a synchronous belt or chain drive.
- the use of positive/synchronous engagement drive systems i.e. toothed belt drives and chain drives
- the cost, however, associated with positive engagement drive systems is higher than that of the non-positive engagement drive systems such as flat belt or V-belt drive systems, known as non-synchronous belts.
- camshaft phasing device that is suitable for being driven by a simple non-positive/non-synchronous belt drive for packaging and cost savings, and yet is adjustable to achieve and maintain desired valve timing, while being electronically controlled for simplicity and high precision.
- German patent application DE 100 37 942 A1 discloses, for example, a valve control system for an internal combustion engine.
- the system has a rotor rotated by an engine crankshaft, a camshaft rotated according to the rotation of the rotor to open and close an inlet valve and an outlet valve and a rotation phase controller for variably controlling a rotation phase of the camshaft relative to the rotor, whereby the rotation phase controller is arranged between the rotor and the camshaft.
- the rotation phase controller has a coupling that can be optionally set into a hold state, in which relative rotation between the rotor and camshaft is prevented in at least one direction, or a disengaged state in which the relative rotation can take place, and a generator of holding torque in the direction in which relative motion is prevented in the hold state.
- the present disclosure relates to a phase shift device for an internal combustion engine, and in particular, relates to a non-toothed, belt driven phase shift device.
- the belt driven phase shift device comprises a non-toothed belt and an epiclyclic gear train operatively connected to an input shaft and an output shaft.
- the input shaft is connected to the crankshaft via the non-toothed belt and the output shaft is connected to a camshaft.
- the camshaft phase device further includes sensors and a controller, through which the positions of the input and output shafts and the positions of the camshaft and crankshaft are detected and tracked. Should the desired relationship in positions between the crankshaft and camshaft become unsynchronized as determined by an error signal exceeding a tolerance band, correction or compensation is applied to the output shaft through the gear train.
- the phase shift device of the present disclosure includes an adequate slew rate to achieve real-time compensation for mismatches in relative angular positions between the camshaft and crankshaft resulting from the operation of the non-toothed belt drive system.
- a drive system for an internal combustion engine E is schematically shown as 10 ( Figure 1 ).
- the drive system comprises a crankshaft 12 and crankshaft pulley 14; an air-conditioning compressor 16 and compressor pulley 18; a power steering pump 20 and pump pulley 22; a water pump 24 and pump pulley 26; an alternator 28 and alternator pulley 30; tensioner 32 and tension pulley 34; input shafts 36 and associated pulleys 38 and a non-toothed belt 40.
- the non-synchronous belt 40 operatively connects associated pulleys 14, 18, 22, 26, 30, 34 and 38 wherein the crankshaft 12, via its pulley 14. drives the non-synchronous belt 40.
- the input shaft 36 couples with the input pulley 38 at an end of the input shaft 36.
- An output shaft 42 couples with a camshaft 44 at an end of the output shaft 42.
- an electro-mechanic phase shift device of the present disclosure is shown located at the end of a camshaft 44 of the internal combustion engine E.
- the phase shift device 46 comprises an epicyclic gear train generally shown as 48; a motor generally shown as 50; sensors 51 and associated target wheels 47, 49 in operative connection with the input shaft 36 and the output shaft 42 and an engine control unit ECU.
- the epicyclic gear train 48 co-axially aligns around the input shaft 36 and the output shaft 42.
- the epicyclic gear train 48 comprises a first branch in the form of an input sun gear 52, a second branch in the form of an output sun gear 54, and a control branch in the form a carrier 56.
- the gear train 48 also comprises a first planet gear 58 and a second planet gear 60.
- the first planet gear 58 may comprise a set of first planet gears
- the second planet gear 60 may comprise a set of second planet gears.
- the sets of first planet gears and second planet gears 60 are equally spaced within the carrier 56.
- the input sun gear 52 meshes with the first set of planet gears 58
- the output sun gear 54 meshes with the second set of planet gears 60.
- Each planet gear 58 in the first planet gear set couples to, and thus rotates as a unit with, a corresponding planet gear 60 in the second planet gear set.
- Planet gears 58, 60 together form a planetary gear pair to rotate about a common axis at the same angular velocity.
- the planetary gear pairs are supported by a set of planet shafts 62 ( Figure 2 ), through bearings 64.
- the carrier 56 is supported in a housing 66 though bearings 68.
- planet gears 58, 60 are substantially identically formed and are integrated as a single gear 70.
- the single gear 70 has a first gear end 72 and a second gear end 74 correlating to planet gears 58, 60, respectively.
- Figure 6 illustrates a cross sectional view of a set of single gears 70 positioned 180 degrees apart.
- the input shaft 36 connects to input pulley 38 at one end and to the input sun gear 52 at the other end.
- the input shaft 36 is supported in the housing 66 though bearings 64.
- the output shaft 42 connects to the output sun gear 54 at one end and couples to camshaft 44 at the other end.
- the output shaft 42 is supported in the housing 66 through bearings 64.
- the first and second sun gears 52, 54 may be integrally formed, respectively, from the input shaft 36 and output shaft 42.
- the motor 50 includes a rotor 76 and a stator 78.
- the rotor 76 fits over the carrier 56 to establish a firm mechanical connection, so that the carrier 56 rotates with the rotor 76 as a unit.
- the stator 78 mounts to the housing 66.
- the input shaft 36 and output shaft 42 may extend beyond the input sun gear 52 and the output sun gear 54 with one piloted on the other through bearing 80 ( Figure 2 ).
- Input shaft 36 is allowed to rotate with respect to the output shaft 42 when phase shift between the two shafts 36, 42 is desirable.
- an angular position limiting device generally shown as 82 ( Figs. 1 , 4-6 ) is employed to provide mechanical stops in both rotating directions.
- the limiting device 82 rotatably couples the input sun gear 52 with the output sun gear 54.
- the limiting device 82 in an embodiment, comprises a slot 84 positioned on a face 86 of the input sun gear 52 and comprises an extension 88 protruding from another face 90 of the output sun gear 54 such that the extension 88 slidably engages with the slot 84.
- the extension 88 comprises pins protruding from the output sun gear 54.
- crankshaft 12 drives the input shaft 36 via the serpentine belt 40 through crankshaft pulley 14 and input pulley 38.
- the input shaft 36 drives the output shaft 42 through the gear train 48.
- Sensors 51 monitor the angular velocities and positions of the input shaft 36 and output shaft 42 via target wheels 47, 49. The sensors 51 then communicate the shaft information to the engine control unit ECU.
- the effective creep rate defined as a percentage pitch line velocity loss with respect to pitch line velocity of the crankshaft pulley 14 is denoted below as " ⁇ ".
- the pulley size for the crankshaft 12 and the input shaft 36 such that the resulting angular velocity ratio ⁇ according to equation (1) is substantially close to 2.
- ⁇ C angular speed of the carrier 56
- ⁇ S1 angular speed of the input shaft 36
- ⁇ S2 angular speed of the output shaft 42
- N S1 , N S2 number of teeth for the first and second sun gears 52, 54, respectively
- N P1 , N P2 number of teeth for the first and second sun gears 52, 54, respectively
- N P1 , N P2 number
- N P1 , N P2 number of teeth for the first and second planet gear ends 72, 74, respectively.
- the sensitivity of the speed ratio ( ⁇ C / ⁇ S1 ) to creep rate at its nominal value ⁇ 0 is ⁇ ⁇ C / ⁇ S ⁇ 1 ⁇ ⁇ ⁇
- i b 0.96
- ⁇ 0 1 %
- ⁇ ⁇ 0 ⁇ 25 %
- a controller operatively connects to the engine control unit ECU and the motor 50.
- the controller is configured to receive engine operating signals generated by the engine control unit ECU and to receive signals from position sensors 51 coupled to the input shaft 36 and to the output shaft 42 and in response thereto generates and sends a command signal to the motor 50 to command the motor 50 to control the planetary gear train 48 through the carrier 56 to adjust the phase shift angle between the camshaft 12 and the crankshaft 44.
- Figure 4 shows another control structure for achieving the desired angular position of the output shaft 42.
- Figure 4 shows a torque-based control structure, generally shown as 92, suitable for use with the camshaft phasing device 46 of the present disclosure for achieving the desired angular position of the output shaft 42 with respect to the position of the crankshaft 12.
- the main control variable is the camshaft angle which is defined as the angular position of the camshaft 44 with respect to the position of the crankshaft 12.
- the control torque based control structure 92 comprises a controller 94 operatively connected to the engine E and the engine control unit 96 (ECU).
- the controller 94 Based on information the controller 94 receives from the engine control unit 96, the controller 94 generates a torque command signal 98, such as a voltage signal.
- the received information includes, but is not limited to: a camshaft phase shift set point (reference); the actual camshaft phase shift angle measured from angular position sensor signals; a camshaft torque load and a camshaft angular position.
- the actual camshaft phase shift angle is compared to a reference value to generate a differential (error) signal.
- the differential or error signal is then fed to a proportional-integral-derivative (PID) compensator 100 of the controller 94 to generate a feed back torque signal 102.
- PID proportional-integral-derivative
- This feed back torque signal 102 can be used to generate the torque command signal 98 to command the motor 50 to control to adjust the camshaft phase angle such that the error signal to the input of the PID compensator 100 or lead/lag compensator is reduced to an acceptable level. In doing so, the desired cam phase shift is achieved.
- the compensator 100 may comprise a proportional-and-derivative compensator (PD), a lead/lag compensator or a lead compensator.
- the control system may experience disturbances as the camshaft torque varies as a function of the cam phase angle during valve lift events.
- the controller 94 may further include a feed forward branch or block 104 for processing and computing the anticipated torque disturbances.
- the resulting feed forward torque signal 106 generated from the anticipated torque disturbance is fed forward to, and combined with, the output signal of the PID compensator 100 (or lead/lag compensator), forming the torque command signal 98.
- the anticipated torque disturbance also referred to as feed forward torque, is determined from two components, T rq_static and T rq_friction .
- T rq_static is calculated from the frictionless static equilibrium condition of the three-branch gear drive.
- T rq_friction is the component required to overcome the frictional torque for current camshaft torque load.
- the sign of T rq_friction is determined by the relative speed between the carrier 56 and the input shaft 36 (or the output shaft 42).
- T cam is the camshaft torque load, which is a function of the phase angle of the camshaft.
- the cam phase angle can be expressed by an analytical equation or as a look-up table.
- the function sgn(v) represents the sign of the relative speed v between the carrier 56 and the input shaft 36.
- the function f ( T cam ) represents the magnitude of frictional torque T rq_friction .
- T ffwd can be determined in dynamometer test as a function of engine torque and speed. The calibrated test data can then be stored in on-board memory devices (not shown) for real-time access.
- control structure 92 automatically controls the motor speed ⁇ C such that the speed relationship set forth by equation (3) is maintained.
- controller 94 adjusts the motor speed ⁇ C to cause the cam phase angle change over a small period of time to achieve the desired cam phase angle at the end of the shifting event.
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- Engineering & Computer Science (AREA)
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- General Engineering & Computer Science (AREA)
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- Retarders (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
- Camshaft phase shifting devices are used in internal combustion engines to vary valve timing to improve fuel consumption and to improve exhaust gas quality. It is possible with current camshaft shifters to time the operation of the valves for maximum comfort and/or for maximum torque and the highest performance. Camshaft phase shifting devices used today are driven by a crankshaft though a synchronous belt or chain drive. The use of positive/synchronous engagement drive systems (i.e. toothed belt drives and chain drives) is due primarily to the stringent timing requirement between the crankshaft and the camshaft. The cost, however, associated with positive engagement drive systems is higher than that of the non-positive engagement drive systems such as flat belt or V-belt drive systems, known as non-synchronous belts.
- It is desirable to have a camshaft phasing device that is suitable for being driven by a simple non-positive/non-synchronous belt drive for packaging and cost savings, and yet is adjustable to achieve and maintain desired valve timing, while being electronically controlled for simplicity and high precision.
- The German
patent application DE 100 37 942 A1 discloses, for example, a valve control system for an internal combustion engine. The system has a rotor rotated by an engine crankshaft, a camshaft rotated according to the rotation of the rotor to open and close an inlet valve and an outlet valve and a rotation phase controller for variably controlling a rotation phase of the camshaft relative to the rotor, whereby the rotation phase controller is arranged between the rotor and the camshaft. The rotation phase controller has a coupling that can be optionally set into a hold state, in which relative rotation between the rotor and camshaft is prevented in at least one direction, or a disengaged state in which the relative rotation can take place, and a generator of holding torque in the direction in which relative motion is prevented in the hold state. - Briefly stated, the present disclosure relates to a phase shift device for an internal combustion engine, and in particular, relates to a non-toothed, belt driven phase shift device.
- The belt driven phase shift device comprises a non-toothed belt and an epiclyclic gear train operatively connected to an input shaft and an output shaft. The input shaft is connected to the crankshaft via the non-toothed belt and the output shaft is connected to a camshaft. The camshaft phase device further includes sensors and a controller, through which the positions of the input and output shafts and the positions of the camshaft and crankshaft are detected and tracked. Should the desired relationship in positions between the crankshaft and camshaft become unsynchronized as determined by an error signal exceeding a tolerance band, correction or compensation is applied to the output shaft through the gear train. The phase shift device of the present disclosure includes an adequate slew rate to achieve real-time compensation for mismatches in relative angular positions between the camshaft and crankshaft resulting from the operation of the non-toothed belt drive system.
- The foregoing features, and advantages set forth in the present disclosure as well as presently preferred embodiments will become more apparent from the reading of the following description in connection with the accompanying drawings.
- In the accompanying drawings which form part of the specification:
-
Figure 1 is a schematic view of a non-toothed, belt-driven drive system and schematically illustrates internal components of an internal combustion engine, associated pulleys thereof and a non-synchronous belt; -
Figure 2 is a schematic view of a camshaft phase shift device constructed in accordance with and embodying the present disclosure; -
Figure 3 illustrates a cross sectional view of the input shaft, an output shaft and the phase shift device; -
Figure 4 illustrates an exploded view of a phase shift device constructed in accordance with and embodying the present disclosure; -
Figure 5 illustrates another exploded view of components of the phase shift device ofFigure 4 ; -
Figure 6 illustrates a cross sectional view of a phase shift device constructed in accordance with and embodying the present disclosure; and -
Figure 7 is a schematic view of a torque based control structure of the camshaft phase shift device that controls the desired angular position of the output shaft of with respect to the input shaft. - Corresponding reference numerals indicate corresponding parts throughout the several figures of the drawings. It is to be understood that the drawings are for illustrating the concepts set forth in the present disclosure and are not to scale.
- The following detailed description illustrates the invention by way of example and not by way of limitation. The description enables one skilled in the art to make and use the present disclosure, and describes several embodiments, adaptations, variations, alternatives, and uses of the present disclosure, including what is presently believed to be the best mode of carrying out the present disclosure.
- Referring to the drawings, a drive system for an internal combustion engine E is schematically shown as 10 (
Figure 1 ). The drive system comprises acrankshaft 12 andcrankshaft pulley 14; an air-conditioning compressor 16 andcompressor pulley 18; apower steering pump 20 andpump pulley 22; awater pump 24 andpump pulley 26; an alternator 28 andalternator pulley 30;tensioner 32 andtension pulley 34;input shafts 36 and associatedpulleys 38 and anon-toothed belt 40. Thenon-synchronous belt 40 operatively connects associatedpulleys crankshaft 12, via itspulley 14. drives thenon-synchronous belt 40. - Turning to
Figures 2-6 , theinput shaft 36 couples with theinput pulley 38 at an end of theinput shaft 36. Anoutput shaft 42 couples with acamshaft 44 at an end of theoutput shaft 42. Further, an electro-mechanic phase shift device of the present disclosure, generally shown as 46, is shown located at the end of acamshaft 44 of the internal combustion engine E. Thephase shift device 46 comprises an epicyclic gear train generally shown as 48; a motor generally shown as 50;sensors 51 and associatedtarget wheels input shaft 36 and theoutput shaft 42 and an engine control unit ECU. - The
epicyclic gear train 48 co-axially aligns around theinput shaft 36 and theoutput shaft 42. Theepicyclic gear train 48 comprises a first branch in the form of aninput sun gear 52, a second branch in the form of anoutput sun gear 54, and a control branch in the form acarrier 56. Thegear train 48 also comprises afirst planet gear 58 and asecond planet gear 60. As known in the art, thefirst planet gear 58 may comprise a set of first planet gears and thesecond planet gear 60 may comprise a set of second planet gears. Optimally, the sets of first planet gears andsecond planet gears 60 are equally spaced within thecarrier 56. - The
input sun gear 52 meshes with the first set ofplanet gears 58, and theoutput sun gear 54 meshes with the second set ofplanet gears 60. Each planet gear 58 in the first planet gear set couples to, and thus rotates as a unit with, acorresponding planet gear 60 in the second planet gear set.Planet gears Figure 2 ), throughbearings 64. Thecarrier 56 is supported in ahousing 66 thoughbearings 68. - In an embodiment (
Figures 4-6 ),planet gears single gear 70. Thesingle gear 70 has afirst gear end 72 and asecond gear end 74 correlating toplanet gears Figure 6 illustrates a cross sectional view of a set ofsingle gears 70 positioned 180 degrees apart. - The
input shaft 36 connects toinput pulley 38 at one end and to theinput sun gear 52 at the other end. Theinput shaft 36 is supported in thehousing 66 thoughbearings 64. Theoutput shaft 42 connects to theoutput sun gear 54 at one end and couples to camshaft 44 at the other end. Theoutput shaft 42 is supported in thehousing 66 throughbearings 64. As known in the art, the first andsecond sun gears input shaft 36 andoutput shaft 42. As shown, themotor 50 includes arotor 76 and astator 78. Therotor 76 fits over thecarrier 56 to establish a firm mechanical connection, so that thecarrier 56 rotates with therotor 76 as a unit. As shown, thestator 78 mounts to thehousing 66. - To improve supporting stiffness, the
input shaft 36 andoutput shaft 42 may extend beyond theinput sun gear 52 and theoutput sun gear 54 with one piloted on the other through bearing 80 (Figure 2 ).Input shaft 36 is allowed to rotate with respect to theoutput shaft 42 when phase shift between the twoshafts shafts Figs. 1 ,4-6 ) is employed to provide mechanical stops in both rotating directions. - The
limiting device 82 rotatably couples theinput sun gear 52 with theoutput sun gear 54. Referring toFigures 4-6 , thelimiting device 82, in an embodiment, comprises aslot 84 positioned on aface 86 of theinput sun gear 52 and comprises anextension 88 protruding from anotherface 90 of theoutput sun gear 54 such that theextension 88 slidably engages with theslot 84. In an embodiment, theextension 88 comprises pins protruding from theoutput sun gear 54. During rotation of theshafts extensions 56 slidably reciprocate within the opposingslot 84 such that theslots 84 limit travel movement of theextensions 56 to prevent excessive angular displacement between theshafts - During operation, the
crankshaft 12 drives theinput shaft 36 via theserpentine belt 40 throughcrankshaft pulley 14 andinput pulley 38. Theinput shaft 36, in turn, drives theoutput shaft 42 through thegear train 48.Sensors 51 monitor the angular velocities and positions of theinput shaft 36 andoutput shaft 42 viatarget wheels sensors 51 then communicate the shaft information to the engine control unit ECU. - In an embodiment, the effective creep rate, defined as a percentage pitch line velocity loss with respect to pitch line velocity of the
crankshaft pulley 14, is denoted below as "γ". The ratio of pitch diameter of theinput shaft pulley 38 to the pitch diameter of thecrankshaft pulley 14 is denoted below as "ψ". The ratio "ϕ" of the angular velocity of thecrankshaft 12 to the angular velocity of theinput shaft 36 is characterized as - If the nominal effective creep rate is γ =γ0, it is optimal to choose the pulley size for the
crankshaft 12 and theinput shaft 36 such that the resulting angular velocity ratio ϕ according to equation (1) is substantially close to 2. In other words, the pulley diametric ratio of theinput shaft 36 to thecrankshaft 12 is set as - To ensure the synchronization between the
crankshaft 12 and thecamshaft 44, the angular speed of thecarrier 56 is set in accordance with the angular speed of theinput shaft 36 or theoutput shaft 42 to closely maintain the following relationship
where
ωC = angular speed of thecarrier 56;
ωS1= angular speed of theinput shaft 36;
ωS2 = angular speed of theoutput shaft 42;
i b= base gear ratio of thedifferential gear train 48, defined as
where
N S1, N S2 = number of teeth for the first and second sun gears 52, 54, respectively; and
N P1, N P2 = number of teeth for the first and second planet gears 58, 60, respectively. For the embodiment ofFigure 6 , N P1, N P2 = number of teeth for the first and second planet gear ends 72, 74, respectively.
ϕ = angular speed ratio of thecrankshaft 12 to theinput shaft 36, and is related to the creep rate though the following equation, -
-
- Since variation in γ is generally dominated by low frequency components, compensation of any speed variation of the
output shaft 42 caused by creep ofbelt 40 is possible by controlling thecarrier 56. Several control structures are possible for achieving the desired angular position of theoutput shaft 42 device with respect to the position of thecrankshaft 12. For example, the speed of thecarrier 56 can be used as a control variable for a closed speed control loop to maintain the speed relationship set forth by equation (3). A controller operatively connects to the engine control unit ECU and themotor 50. The controller is configured to receive engine operating signals generated by the engine control unit ECU and to receive signals fromposition sensors 51 coupled to theinput shaft 36 and to theoutput shaft 42 and in response thereto generates and sends a command signal to themotor 50 to command themotor 50 to control theplanetary gear train 48 through thecarrier 56 to adjust the phase shift angle between thecamshaft 12 and thecrankshaft 44. -
Figure 4 shows another control structure for achieving the desired angular position of theoutput shaft 42. In particular,Figure 4 shows a torque-based control structure, generally shown as 92, suitable for use with thecamshaft phasing device 46 of the present disclosure for achieving the desired angular position of theoutput shaft 42 with respect to the position of thecrankshaft 12. The main control variable is the camshaft angle which is defined as the angular position of thecamshaft 44 with respect to the position of thecrankshaft 12. The control torque basedcontrol structure 92 comprises acontroller 94 operatively connected to the engine E and the engine control unit 96 (ECU). - Based on information the
controller 94 receives from the engine control unit 96, thecontroller 94 generates atorque command signal 98, such as a voltage signal. The received information includes, but is not limited to: a camshaft phase shift set point (reference); the actual camshaft phase shift angle measured from angular position sensor signals; a camshaft torque load and a camshaft angular position. - During operation, the actual camshaft phase shift angle is compared to a reference value to generate a differential (error) signal. The differential or error signal is then fed to a proportional-integral-derivative (PID)
compensator 100 of thecontroller 94 to generate a feed backtorque signal 102. This feed backtorque signal 102, in turn, can be used to generate thetorque command signal 98 to command themotor 50 to control to adjust the camshaft phase angle such that the error signal to the input of thePID compensator 100 or lead/lag compensator is reduced to an acceptable level. In doing so, the desired cam phase shift is achieved. For the torque-basedcontrol structure 92, thecompensator 100 may comprise a proportional-and-derivative compensator (PD), a lead/lag compensator or a lead compensator. - During operation of the engine E, the control system may experience disturbances as the camshaft torque varies as a function of the cam phase angle during valve lift events. To improve the system's response to the reference input and increase robustness against disturbances, it is desirable to use a feed forward scheme to compensate for any known disturbances. Therefore, the
controller 94 may further include a feed forward branch or block 104 for processing and computing the anticipated torque disturbances. The resulting feed forwardtorque signal 106 generated from the anticipated torque disturbance is fed forward to, and combined with, the output signal of the PID compensator 100 (or lead/lag compensator), forming thetorque command signal 98. - The anticipated torque disturbance, also referred to as feed forward torque, is determined from two components, T rq_static and T rq_friction. T rq_static is calculated from the frictionless static equilibrium condition of the three-branch gear drive. T rq_friction is the component required to overcome the frictional torque for current camshaft torque load. The sign of T rq_friction is determined by the relative speed between the
carrier 56 and the input shaft 36 (or the output shaft 42). For the disclosed configuration of the camshaft phasing device A, the feed forward torque is calculated as
where Tcam is the camshaft torque load, which is a function of the phase angle of the camshaft. - The cam phase angle can be expressed by an analytical equation or as a look-up table. The function sgn(v) represents the sign of the relative speed v between the
carrier 56 and theinput shaft 36. The function f(T cam) represents the magnitude of frictional torque T rq_friction. During operation, T ffwd can be determined in dynamometer test as a function of engine torque and speed. The calibrated test data can then be stored in on-board memory devices (not shown) for real-time access. - During normal operation (a non-phase shifting event), the
control structure 92 automatically controls the motor speed ωC such that the speed relationship set forth by equation (3) is maintained. During a cam shift phase shifting event, thecontroller 94 adjusts the motor speed ωC to cause the cam phase angle change over a small period of time to achieve the desired cam phase angle at the end of the shifting event. - As various changes could be made in the above constructions without departing from the scope of the disclosure, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.
Claims (15)
- A phase shift device (46) of an internal combustion engine (E) having an engine control unit (ECU), a crankshaft (12) and a camshaft (44), the phase shift device (46) coupling the crankshaft (12) and the camshaft (44) for controlling a phase shift angle between the crankshaft (12) and the camshaft (44), characterized in that the phase shift device (46) comprises:a non-toothed belt (40) operatively connected to the crankshaft (12);an input shaft (36) operatively connected to the non-toothed belt (40), the input shaft (36) having a first sun gear (52) coupled to an end of the input shaft (36);an output shaft (42) coupled to the camshaft (44), the output shaft (42) having a second sun gear (54) coupled to an end of the output shaft (42);a planetary gear train co-axially aligned around the first sun gear (52) and the second sun gear (54), the planetary gear train includes a carrier (56) and a planet gear (70) having a first gear end (72) and a second gear end (74) that engage the first sun gear (52) and the second sun gear (54), respectively, and are united to rotate about a common axis through a first bearing and a second bearing of the carrier (56);a motor (50) operatively connected to the carrier (56); anda controller (94) operatively connected to the engine control unit (ECU) and the motor (50), the controller (94) being configured to receive engine operating signals generated by the engine control unit (ECU) and to receive signals from position sensors coupled to the input shaft (36) and to the output shaft (42) and in response thereto being configured to generate and send a command signal to the motor (50) to command the motor (50) to control the planetary gear train through the carrier (56) to adjust the phase shift angle between the camshaft (44) and the crankshaft (12).
- The phase shift device (46) of claim 1 further comprising an input shaft pulley (38) connected to the input shaft (36) at an end of the input shaft (36) opposite the first sun gear (52) and comprises a crankshaft pulley (14) connected to the crankshaft (12) wherein the non-toothed belt (40) operatively connects to the crankshaft pulley (14) and the input shaft pulley (38).
- The phase shift device (46) of claim 2 wherein a creep rate of the non-toothed belt (40) is denoted "γ"; a ratio of pitch diameter of the crankshaft pulley (14) to pitch diameter of the input shaft pulley (38) is denoted "Ψ"; and a ratio of the angular velocity of the crankshaft (12) to the angular velocity of the input shaft (36) is denoted "ϕ" which is characterized by the equation:
- The phase shift device (46) of claim 3 wherein a gear ratio denoted "ib" of the planetary gear train is characterized by the equation:
where
NS1, NS2 = number of teeth for the first and second sun gears (52, 54) respectively; and
NP1, NP2 = number of teeth for the first and second gear ends (72, 74) respectively. - The phase shift device (46) of claim 3 wherein the planetary gear comprises a first planet gear (58) and a second planet gear (60) such that the first planet gear (58) meshes with the first sun gear (52) and the second planet gear (60) meshes with the second sun gear (54).
- The phase shift device (46) of claim 7 wherein a gear ratio denoted "ib" of the planetary gear train is characterized by the equation:
where
NS1, NS2 = number of teeth for the first and second sun gears (52, 54) respectively; and
NP1, NP2 = number of teeth for the first and second planet gears (58, 60) respectively. - The phase shift device (46) of claim 2 wherein angular speed ratio of the crankshaft (12) to the input shaft (36) is denoted "ϕ" and is related to the creep rate though the equation:
where
γ = the effective creep rate, defined as a percentage pitch line velocity loss with respect to pitch line velocity of the crankshaft pulley (14); and
γ0, = a predetermined nominal creep rate of the non-toothed belt (40). - The phase shift device (46) of claim 1 wherein the controller (94) comprises a feed forward block that is configured to process anticipated torque disturbances applied to the internal combustion engine.
- The phase shift device (46) of claim 11 wherein an output of the feed forward branch Tffwd is determined according to the equation:
where
Trq_static is calculated from a frictionless static equilibrium condition of the three-branch gear drive;
Trq_friction is a component required to overcome frictional torque for current camshaft torque load;
Tcam = the camshaft torque load; and
f(Tcam ) = magnitude of Trq_friction. - A method of controlling a phase shift angle between a camshaft (44) and a crankshaft (12) in an internal combustion engine (E), characterized in that the method comprises:connecting a non-toothed belt (40) to the crankshaft (12) and to an input shaft (36) having a first sun gear (52) coupled to an end of the input shaft (36);aligning a planetary gear train around the input shaft (36) and around an output shaft (42) coupled to the camshaft (44), the output shaft (42) having a second sun gear (54) coupled to an end of the output shaft (42);meshing a first planet gear (58) of the planetary gear train with the first sun gear (52) and meshing a second planet gear (60) of the planetary gear train with the second sun gear (54), the first and second planet gears (58, 60) being united to rotate about a common axis through a carrier (56) of the planetary gear train;operatively connecting a motor (50) to the carrier (56); andcommanding the motor (50) to control the planetary gear train through the carrier (56) to adjust the phase shift angle between the camshaft (44) and the crankshaft (12).
- The method of claim 13 wherein controlling the motor (50) comprises commanding the motor (50) to control the planetary gear train such that the angular speed of the carrier (56) ωc is controlled to maintain a relationship with the angular speed of the input shaft (36) ωS1 according to the equation:
where
a creep rate of the non-toothed belt (40) is denoted "γ"; a ratio of pitch diameter of the crankshaft pulley (14) to pitch diameter of the input shaft pulley (38) is denoted "ψ"; and a ratio of the angular velocity of the crankshaft (12) to the angular velocity of the input shaft (36) is denoted "ϕ" which is characterized by the equation:
and where
a gear ratio denoted "ib" of the planetary gear train is characterized by the equation:
where
NS1, NS2 = number of teeth for the first and second sun gears (52, 54) respectively; and
NP1, NP2 = number of teeth for the first and second gears (58, 60) respectively. - The method of claim 13 wherein controlling the motor (50) comprises commanding the motor (50) to control the planetary gear train such that the angular speed of the carrier (56) ωc is controlled to maintain a relationship with the angular speed of the output shaft (42) ωS2 according to the equation:
where
a creep rate of the non-toothed belt (40) is denoted "γ"; a ratio of pitch diameter of the crankshaft pulley (14) to pitch diameter of the input shaft pulley (38) is denoted "ψ"; and a ratio of the angular velocity of the crankshaft (12) to the angular velocity of the input shaft (36) is denoted "ϕ" which is characterized by the equation:
and where
a gear ratio denoted "ib" of the planetary gear train is characterized by the equation:
where
NS1, NS2 = number of teeth for the first and second sun gears (52, 54) respectively; and
NP1, NP2 = number of teeth for the first and second gears (58, 60) respectively.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US97856807P | 2007-10-09 | 2007-10-09 | |
PCT/US2008/079274 WO2009049001A1 (en) | 2007-10-09 | 2008-10-09 | Non-synchronous belt driven camshaft phase shift device |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2222940A1 EP2222940A1 (en) | 2010-09-01 |
EP2222940B1 true EP2222940B1 (en) | 2011-05-18 |
Family
ID=40350039
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08837604A Not-in-force EP2222940B1 (en) | 2007-10-09 | 2008-10-09 | Non-synchronous belt driven camshaft phase shift device |
Country Status (7)
Country | Link |
---|---|
US (1) | US20100218738A1 (en) |
EP (1) | EP2222940B1 (en) |
JP (1) | JP2010540844A (en) |
KR (1) | KR20100100754A (en) |
CN (1) | CN101821484A (en) |
AT (1) | ATE510109T1 (en) |
WO (1) | WO2009049001A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4505546B1 (en) * | 2009-12-07 | 2010-07-21 | 正夫 櫻井 | Variable valve timing device |
US8667937B2 (en) | 2011-03-07 | 2014-03-11 | Caterpillar Inc. | Apparatus for sensing cam phaser position |
US9982572B2 (en) * | 2013-07-10 | 2018-05-29 | Borgwarner, Inc. | Positional control of actuator shaft for e-phaser and method of calibration |
JP6226021B2 (en) * | 2016-04-28 | 2017-11-08 | 株式会社明電舎 | Test system dynamometer controller |
DE102019113300B3 (en) * | 2019-05-20 | 2020-07-09 | Schaeffler Technologies AG & Co. KG | Method for operating an electromechanical camshaft adjuster |
Family Cites Families (21)
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US3603296A (en) * | 1970-04-02 | 1971-09-07 | Gen Motors Corp | Engine camshaft and accessory drive |
JPS5877110A (en) * | 1981-11-04 | 1983-05-10 | Ishikawajima Harima Heavy Ind Co Ltd | Valve rocker mechanism of internal-combustion engine |
JPS59150911A (en) * | 1983-02-16 | 1984-08-29 | Yamaha Motor Co Ltd | Device for tension adjustment of synchronizing belt for camshaft drive in internal-combustion engine |
US4615308A (en) * | 1983-03-11 | 1986-10-07 | Mazda Motor Corporation | Auxiliary mechanism driving device in a V-type engine |
JP2604397B2 (en) * | 1988-01-28 | 1997-04-30 | マツダ株式会社 | V-type engine |
JPH02204603A (en) * | 1989-01-31 | 1990-08-14 | Mazda Motor Corp | Tappet valve device of v-engine |
US5121717A (en) * | 1990-11-28 | 1992-06-16 | Ford Motor Company | Internal combustion engine camshaft phase shift control system |
DE19717668A1 (en) * | 1996-04-26 | 1997-11-06 | Phat Chon Dipl Ing Chau | Motor vehicle drive belt e.g. for auxiliary drive from vehicle engine |
JP3985305B2 (en) * | 1997-10-07 | 2007-10-03 | マツダ株式会社 | Rotation phase controller |
DE69818946T2 (en) * | 1997-11-21 | 2004-05-13 | Mazda Motor Corp. | Device for controlling the rotation phase |
DE19804943A1 (en) * | 1998-02-07 | 1999-08-12 | Bosch Gmbh Robert | IC engine, especially four stroke engine |
JP2001107712A (en) * | 1999-08-03 | 2001-04-17 | Unisia Jecs Corp | Valve timing control device for internal combustion engine |
DE19943917A1 (en) * | 1999-09-14 | 2001-03-15 | Volkswagen Ag | Process for monitoring the wear of a camshaft drive equipped with a toothed belt |
JP2001099249A (en) * | 1999-10-01 | 2001-04-10 | Bando Chem Ind Ltd | Belt type transmission system for engine |
DE10054796A1 (en) * | 2000-11-04 | 2002-06-13 | Ina Schaeffler Kg | Adjustment for the rotary angle of a shaft comprises swing wing adjuster, eccentric gear, connections for crank shaft and cam shaft, rotor and stator, |
DE102004018947A1 (en) * | 2004-04-20 | 2005-11-17 | Daimlerchrysler Ag | Adjusting gear for a camshaft arrangement |
JP4293050B2 (en) * | 2004-05-12 | 2009-07-08 | トヨタ自動車株式会社 | Valve timing control system for variable compression ratio internal combustion engine |
JP2006056972A (en) * | 2004-08-19 | 2006-03-02 | Toyo Tire & Rubber Co Ltd | Conductive seamless belt |
JP4626345B2 (en) * | 2005-03-09 | 2011-02-09 | 株式会社ジェイテクト | Vehicle steering device |
JP2006275274A (en) * | 2005-03-30 | 2006-10-12 | Jtekt Corp | Rotation transmitting device |
US20060254548A1 (en) * | 2005-05-13 | 2006-11-16 | Andrzej Dec | Belt drive kit and module |
-
2008
- 2008-10-09 WO PCT/US2008/079274 patent/WO2009049001A1/en active Application Filing
- 2008-10-09 JP JP2010529016A patent/JP2010540844A/en active Pending
- 2008-10-09 US US12/681,449 patent/US20100218738A1/en not_active Abandoned
- 2008-10-09 CN CN200880110953A patent/CN101821484A/en active Pending
- 2008-10-09 EP EP08837604A patent/EP2222940B1/en not_active Not-in-force
- 2008-10-09 AT AT08837604T patent/ATE510109T1/en not_active IP Right Cessation
- 2008-10-09 KR KR1020107007616A patent/KR20100100754A/en not_active Application Discontinuation
Also Published As
Publication number | Publication date |
---|---|
ATE510109T1 (en) | 2011-06-15 |
EP2222940A1 (en) | 2010-09-01 |
US20100218738A1 (en) | 2010-09-02 |
JP2010540844A (en) | 2010-12-24 |
CN101821484A (en) | 2010-09-01 |
WO2009049001A1 (en) | 2009-04-16 |
KR20100100754A (en) | 2010-09-15 |
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