EP2609304A1 - Système de commande de soupape d'un moteur à combustion interne à piston - Google Patents

Système de commande de soupape d'un moteur à combustion interne à piston

Info

Publication number
EP2609304A1
EP2609304A1 EP11730299.2A EP11730299A EP2609304A1 EP 2609304 A1 EP2609304 A1 EP 2609304A1 EP 11730299 A EP11730299 A EP 11730299A EP 2609304 A1 EP2609304 A1 EP 2609304A1
Authority
EP
European Patent Office
Prior art keywords
electromagnet
brake rotor
permanent magnet
camshaft
input element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11730299.2A
Other languages
German (de)
English (en)
Other versions
EP2609304B1 (fr
Inventor
Frank Richter
Reiner Keller
Markus Wannags
Ilja Imgrunt
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2609304A1 publication Critical patent/EP2609304A1/fr
Application granted granted Critical
Publication of EP2609304B1 publication Critical patent/EP2609304B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • F01L2001/3522—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 with electromagnetic brake
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/04—Camshaft drives characterised by their transmission means the camshaft being driven by belts
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/12—Fail safe operation

Definitions

  • the invention relates to a valve train of a combustion piston engine, comprising a superposition gear with two input elements and an output element comprehensive adjusting device for phase adjustment of a camshaft according to the preamble of patent claim 1.
  • Known adjusting devices for phase adjustment of a camshaft are designed as hydraulic turntable or as electromechanical turntable, which are arranged directly between the provided with a chain or toothed belt sprocket hub and the rotatably connected to the camshaft axis of the camshaft sprocket.
  • a disadvantage of such direct rotary adjusting devices are the high translation forces caused by the low translation and the high control effort for setting a specific phase angle.
  • the superposition gear generally has two input elements and an output element, wherein the first input element, for example via a chain or toothed belt drive, is in drive connection with the crankshaft, the second input element is in communication with a controllable actuator, and the output element is non-rotatably connected to the camshaft.
  • a superposition gear is preferably a simple planetary gear or one consisting of components of two Planetenrad arrangementsn coupled planetary gear used.
  • the actuator may be used as a servo-controlled rotary drive, such as a rotary actuator. be designed as an electric motor or as a hydraulic turntable, or as a controllable braking device.
  • a particularly simple and cost-effective in terms of their structure and controllability braking device is designed as a controllable friction brake, a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the second input element and by the magnetic field of the electromagnet against a housing-fixed friction surface includes releasable brake rotor. Since the second input elements in the unbraked state would rotate faster than the first input element, a certain phase angle of the associated camshaft is maintained by the setting of a specific, acting on the brake rotor and thus on the second input element mean braking torque. Starting from this phase position of the camshaft, an adjustment is achieved early by a brief increase in the braking torque and late by a brief reduction in the braking torque.
  • a first such adjusting device for the phase adjustment of a camshaft with a superimposition gearbox and a braking device operatively connected thereto is known from DE 10 2006 01 1 806 A1.
  • the superposition gear of this actuator is designed as a coupled planetary gear with two sun gears with different diameters. formed and a number of rotatably mounted two-stage planetary gear planet carrier, wherein the first input element are formed by the planet carrier, the second input element by the smaller sun gear, and the output member by the larger sun gear.
  • the braking device is designed as an electromagnetically controllable friction brake, which comprises a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the smaller sun gear and by the magnetic field of the electromagnet against a arranged on the magnetic body friction surface brake rotor.
  • electromagnet is switched off the disc-shaped brake rotor is pressed by a spring axially against the planet carrier, whereby at least one locking element engages in a corresponding recess of the planet carrier, whereby the planetary gear is locked in and rigidly rotates.
  • the superposition gear of this adjusting device is designed as a simple planetary gear with a sun gear, a plurality of rotatably mounted planetary planet carrier and a ring gear, wherein the first input element by the planet carrier, the second input element by the sun gear and the output member by the Ring gear are formed.
  • another generic adjusting device for the phase adjustment of a camshaft according to DE 10 2008 043 673 A1 has an inverse control characteristic.
  • the superposition gear is formed as in the adjusting device according to DE 10 2006 028 554 A1 as a simple planetary gear.
  • the rotatably mounted and axially displaceable on a rigidly connected to the sun gear shaft mounted brake rotor is arranged axially outside of the electromagnet and clamped by a spring axially against a freely rotatably mounted pressure plate.
  • the pressure plate is disposed axially within the electromagnet adjacent to the planet carrier and has control cam for engagement in recesses of the planet carrier and of the control lugs of the ring gear, whereby a lock of the planet carrier with the ring gear in an emergency position is reached with the electromagnet off.
  • the brake rotor is pressed with the solenoid switched off by the spring against a housing-fixed friction surface.
  • the thrust washer When the electromagnet is turned on, the thrust washer is axially pulled away from the planet carrier against the restoring force of the spring and thus releases the lock between the planet carrier and the ring gear.
  • the brake rotor is axially pulled away from the housing-fixed friction surface according to the strength of the magnetic field against the restoring force of the spring and thus reduces the effective braking torque.
  • a disadvantage of the known adjusting devices for phase adjustment of a camshaft is thus the permanent power consumption of the electromagnet during operation of the internal combustion piston engine and the respective adjusting device. Also, in each case, a relatively strong magnetic field is required in order to achieve against the restoring force of the spring, a sufficiently high braking torque for adjusting and holding the respective phase angle of the camshaft.
  • the invention has the object, a valve train of a combustion piston engine with an adjusting device for phase adjustment of a camshaft of the type mentioned in terms of to develop a lower energy consumption and a simplified structure of the adjusting device.
  • the invention is therefore based on a known valve train of a combustion piston engine, which has a superposition gear with two input elements and an output element comprehensive adjusting device for phase adjustment of a camshaft.
  • the first input element is, e.g. via a chain or toothed belt drive, with a crankshaft in drive connection
  • the second input element is in operative connection with a controllable braking device
  • the output element is non-rotatably connected to the camshaft.
  • the braking device is designed as an electromagnetically controllable friction brake, which comprises a housing-fixed electromagnet with a magnetic body and a magnetic coil and a rotatably and axially slidably connected to the second input element and can be pressed by the magnetic field of the electromagnet against a housing-fixed friction surface brake rotor.
  • the permanent magnet is advantageously designed and arranged such that the camshaft is automatically held in a defined initial position or adjusted in the engine start and a failure of the power supply of the electromagnet and / or its control by the set base braking torque. This ensures that the electromagnet must be turned on only to adjust the current phase position of the camshaft, and that on a special safety device (Fail Save), as provided in the known actuators positive locking between the brake rotor and the second input element of the superposition gear or between the first input element and the output element of the superposition gearing, can be dispensed with.
  • a special safety device as provided in the known actuators positive locking between the brake rotor and the second input element of the superposition gear or between the first input element and the output element of the superposition gearing
  • the permanent magnet could be arranged radially inside or outside the electromagnet or on the side facing away from the electromagnet axially adjacent to the brake rotor.
  • this would disadvantageously lead to increased construction costs and larger dimensions of the braking device. Therefore, it is provided herein that the permanent magnet is disposed within the magnetic flux of the electromagnet, so that the magnetic body of the electromagnet and the adjacent portion of the brake rotor is used to form a closed magnetic flux circuit of the permanent magnet. In addition, this will improve the superposition of the magnetic fields of both magnets and thus the controllability of the resulting braking torque.
  • Such an arrangement of the permanent magnet may expediently be realized in such a way that the permanent magnet is annular and has an axial alignment of its poles (N, S), and in a corresponding Chenden radially inner or outer recess of the magnetic body of the electromagnet is arranged.
  • the permanent magnet is annular and has a radial orientation of its poles (N, S), and in a corresponding axially outer, i. arranged on the side remote from the brake rotor arranged recess of the magnetic body of the electromagnet.
  • the adjustment of the phase angle of the camshaft now takes place in a simple manner in that the magnetic field of the permanent magnet for increasing the braking torque acting on the brake rotor, i. for adjusting the camshaft in the early direction, amplified by a suitable control device by a rectified polarity of the electromagnet and to reduce the braking torque acting on the brake rotor, i. for adjusting the camshaft toward late, is attenuated by an opposite polarity of the electromagnet.
  • the brake rotor can be provided between the first input element and the output element of the superposition gear effective limit stops for limiting the adjustment of the phase adjustment of the camshaft to a permissible phase angle range.
  • FIG. 1 shows a detail of a valve train with an adjusting device according to the invention for the phase adjustment of a camshaft in a longitudinal center section
  • 2 shows a second variant of the adjusting device according to the invention for the phase adjustment of a camshaft according to FIG. 1.
  • FIG. 1 A partially depicted in Fig. 1 valve train of a combustion piston engine is provided with an adjusting device 1 for phase adjustment of a camshaft 2, which includes a superposition gear 3 with two input elements 4, 5 and an output element 6 and a controllable braking device 7.
  • the superposition gear 3 is exemplified as a simple planetary gear 8 with a sun gear 9, a plurality of rotatably mounted planet gears 10 bearing planetary carrier 1 1 and a ring gear 12 is formed.
  • the planet carrier 1 1 forms the first input element 4 and is provided with a sprocket gear 13, via which by means of a timing chain, not shown, a positive drive connection with the crankshaft of the internal combustion piston engine.
  • the sun gear 9 forms the second input element 5, which is in operative connection with the braking device 7.
  • the ring gear 12 forms the output element 6 and is connected via a plurality of screws 14 rigidly connected to the camshaft 2.
  • the braking device 7 is designed as an electromagnetically controllable friction brake 15 and comprises a housing-fixed electromagnet 1 6 with a U-shaped and made of a ferromagnetic material magnetic body 17 and a magnetic coil 18 and a mecanicaxialverzahnung 19 rotationally fixed and axially displaceable on the axial extended outer teeth 20 of the sun gear 9 mounted brake rotor 21st At least in the region adjacent to the magnetic body 17, the brake rotor 21 consists of a ferromagnetic material, so that it is pressed with the electromagnet 1 6 by the generated magnetic field axially against friction surfaces 22 of the magnetic body 17 and thus an effective on the sun gear 9 braking torque is generated.
  • a permanent magnet 23 is now provided, which in the present case is of annular design, an axial orientation of the poles N, S has, and in a corresponding radially outer recess 24 of the magnetic body 17 of the electromagnet 1 6 is arranged.
  • the permanent magnet 23 is disposed within the magnetic flux of the electromagnet 1 6, whereby on the one hand, the superposition of the magnetic fields of both magnets 1 6, 23 improves and on the other the common use of the magnetic body 17 to amplify the magnetic field and its friction surfaces 22 for braking the brake rotor 21st by both magnets 1 6, 23 is made possible.
  • the advantageous function of the adjusting device 1 according to the invention is that a constant magnetic field is generated by the permanent magnet 23 and thus without energy expenditure, pressed by the brake rotor 21 against the friction surfaces 22 of the magnetic body 17 and thus effective on the sun gear 9 of the superposition gear 3 base -Bremsmoment is generated.
  • the permanent magnet 23 is preferably dimensioned such that the camshaft 2 at engine start and in case of failure of the power supply of the electromagnet 1 6 and / or its control by the set base braking torque is automatically held in a defined home position or adjusted in this. This can be dispensed with a respectively provided in the known adjusting devices each positive locking between the brake rotor 21 and the planet carrier 1 1 or between the planetary carrier 1 1 and the ring gear 12, which is associated with a space gain and cost savings.
  • a second variant of the adjusting device 1 according to the invention for adjusting the phase of a camshaft 2 differs from the variant shown in FIG. 1 only in that the ring-shaped permanent magnet 23 'now has a radial orientation of its poles (N, S) and in a corresponding axially outer, that is arranged on the side facing away from the brake rotor 21 side recess 24 'of the magnetic body 17 of the electromagnet 1 6 is arranged.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un système de commande de soupape d'un moteur à combustion interne à piston, comportant un dispositif de réglage (1) comprenant un mécanisme de transmission à superposition (3) doté de deux éléments d'entrée (4, 5) et d'un élément de sortie (6) pour le déphasage d'un arbre à cames (2). Le premier élément d'entrée (4) du mécanisme de transmission à superposition est en liaison d'entraînement avec un vilebrequin, le deuxième élément d'entrée (5) est en liaison fonctionnelle avec un dispositif de freinage (7) pouvant être commandé et l'élément de sortie (6) est relié solidaire en rotation à l'arbre à cames (2). Le dispositif de freinage (7) est réalisé en tant que frein à friction (15) à commande électromagnétique, qui comporte un électroaimant (16) solidaire du carter et doté d'un corps d'aimant (17) et d'une bobine magnétique (18), ainsi qu'un rotor de frein (21) relié solidaire en rotation et déplaçable axialement au deuxième élément d'entrée (5) et pouvant être pressé par le champ magnétique de l'électroaimant (16) contre une surface de friction (22) solidaire du carter. L'invention a pour objet la réduction de la consommation d'énergie et la simplification de la structure du dispositif de réglage (1). A cet effet, on dispose axialement à proximité du rotor de frein (21) un aimant permanent (23, 23') dont le champ magnétique peut presser le rotor de frein (21) contre une surface de friction (22) solidaire du carter en vue du réglage d'un couple de freinage de base, et ce avec une force de pression de base correspondante.
EP11730299.2A 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston Not-in-force EP2609304B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010039861A DE102010039861A1 (de) 2010-08-27 2010-08-27 Ventiltrieb eines Verbrennungskolbenmotors
PCT/EP2011/061473 WO2012025287A1 (fr) 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston

Publications (2)

Publication Number Publication Date
EP2609304A1 true EP2609304A1 (fr) 2013-07-03
EP2609304B1 EP2609304B1 (fr) 2014-11-05

Family

ID=44628171

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11730299.2A Not-in-force EP2609304B1 (fr) 2010-08-27 2011-07-07 Système de commande de soupape d'un moteur à combustion interne à piston

Country Status (5)

Country Link
US (1) US8707918B2 (fr)
EP (1) EP2609304B1 (fr)
JP (1) JP2013536362A (fr)
DE (1) DE102010039861A1 (fr)
WO (1) WO2012025287A1 (fr)

Families Citing this family (7)

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Publication number Priority date Publication date Assignee Title
DE102014001397A1 (de) * 2014-02-04 2015-08-06 Daimler Ag Nockenwellenverstellvorrichtung
DE102014006809A1 (de) * 2014-05-08 2015-11-12 Daimler Ag Nockenwellenverstellvorrichtung
DE102014009188A1 (de) * 2014-06-12 2015-12-17 Daimler Ag Verfahren zur Verstellung einer Phasenlage einer Nockenwelle
DE102014009726A1 (de) 2014-06-28 2015-12-31 Daimler Ag Nockenwellenverstellvorrichtung mit einer elektromechanischen Bremseinheit
DE102014011152A1 (de) 2014-07-25 2015-01-15 Daimler Ag Nockenwellensteller zur Verstellung einer Phasenlage einer Nockenwelle
US9545903B2 (en) * 2015-02-02 2017-01-17 Goodrich Corporation Electromechanical brake actuator with variable speed epicyclic gearbox
DE102016007818A1 (de) 2016-06-23 2017-12-28 Daimler Ag Verstellgetriebe mit einer verzahnungsfreien Wirkverbindung

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DE10220687A1 (de) 2002-05-10 2003-11-20 Ina Schaeffler Kg Nockenwellenversteller mit elektrischem Antrieb
JP3986371B2 (ja) 2002-06-07 2007-10-03 株式会社日立製作所 内燃機関のバルブタイミング制御装置
DE10352361B4 (de) 2003-11-10 2020-08-27 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit elektrischem Antrieb
JP2005146993A (ja) * 2003-11-17 2005-06-09 Hitachi Ltd 内燃機関のバルブタイミング制御装置
EP1832719A4 (fr) * 2004-09-01 2010-10-13 Nittan Valva Dispositif de variation de phase de moteur
DE102006011806A1 (de) 2006-03-15 2007-10-04 Zf Friedrichshafen Ag Verstellvorrichtung für eine Nockenwelle
DE102006028554B4 (de) 2006-06-22 2018-03-08 Daimler Ag Verstelleinrichtung
JP2008115867A (ja) * 2007-11-26 2008-05-22 Hitachi Ltd 可変バルブタイミング機構の制御装置
JP2009228427A (ja) * 2008-03-19 2009-10-08 Hitachi Ltd 内燃機関のバルブタイミング制御装置
DE102008031505A1 (de) 2008-07-03 2010-01-07 Daimler Ag Nockenwelleneinheit
DE102008043671A1 (de) * 2008-11-12 2010-05-20 Zf Friedrichshafen Ag Verstellsystem für Nockenwellen einer Brennkraftmaschine
DE102008043673A1 (de) 2008-11-12 2010-05-20 Zf Friedrichshafen Ag Verstellsystem für Nockenwellen einer Brennkraftmaschine
DE102008060927A1 (de) 2008-12-06 2010-06-10 Daimler Ag Phasenverstellvorrichtung
DE102008060926A1 (de) 2008-12-06 2010-06-10 Daimler Ag Phasenlageverstellvorrichtung zur Verstellung einer Phasenlage einer Welle
DE102010021774A1 (de) 2010-05-27 2011-12-01 Daimler Ag Stellvorrichtung für eine Brennkraftmaschinenventiltriebvorrichtung

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Title
See references of WO2012025287A1 *

Also Published As

Publication number Publication date
DE102010039861A1 (de) 2012-03-01
US8707918B2 (en) 2014-04-29
WO2012025287A1 (fr) 2012-03-01
US20130146007A1 (en) 2013-06-13
EP2609304B1 (fr) 2014-11-05
JP2013536362A (ja) 2013-09-19

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