JP2010504470A - Continuous camshaft phase shift control device - Google Patents

Abstract

The phase shift mechanism (A) for controlling the phase shift angle between the camshaft (12) and the drive device (10) includes a planetary gear train (20). The planetary gear train (20) includes first and second planet gears (34, 26) integrated to rotate around a common axis at the same angular velocity, and first and second planet gears (34, 26). 26) and the carrier (32) including the first planet bearing (62) and the second planet bearing (64) on which each rotates, the phase shift angle remains the same and the output shaft (26) The planetary gear train (20) is locked in a locked state by preventing the planet gears (34, 26) from rotating relative to the carrier (32) in a manner that rotates with the input shaft (18) at the same angular velocity. And a locking mechanism (24) carried by the carrier (32).

Description

  This application is filed with U.S. Preliminary Patent Application No. 1 filed on Sep. 19, 2006. Claiming priority based on 60 / 845,692, this preliminary application is hereby incorporated by reference.

  The camshaft phase shift mechanism is used in the engine to vary the valve timing, achieving the benefits of improving fuel consumption and improving exhaust gas quality. With the appropriate camshaft phase shift adjuster, it is possible to vary the maximum torque for valve timing and / or highest performance for maximum comfort. Currently, most types of camshaft phasing mechanisms are hydraulically operated.

  These camshaft phase shift mechanisms generally include a hydraulic phase adjustment unit, an adjustment valve, and a control circuit. The phasing unit needs to have a low leak rate and a sufficiently large chamber / piston to ensure proper stiffness. The regulating valve needs to guarantee a high flow rate during the tuning cycle while providing an accurate adjustment to fix the set angle. Some camshaft phasing mechanisms require a separate high pressure source. These current mechanisms are complex and expensive and require regular maintenance. Furthermore, the performance of these current mechanisms depends mainly on temperature parameters.

  A compact, highly responsive and inexpensive camshaft phase shift mechanism that is temperature-independent, simple and highly electronically controlled, and does not require a complicated hydraulic system is desirable.

  The present invention relates to a phase shift mechanism, and more particularly to an electromechanical phase shift mechanism for an engine camshaft.

  The phase shifting mechanism of the present disclosure includes a planetary gear device having a friction locking capability. The gear train has three common axis rotatable branches. The first branch is operatively coupled to the input shaft (ie, crankshaft), the second branch is operatively coupled to the output shaft, and the third branch, ie, the lockable branch, is Operatively coupled to the rotor. The gear train can only be unlocked during phase adjustment by an electric machine connected to the third branch, ie the lockable branch.

  In one embodiment, the input shaft is coupled to the crankshaft, the output shaft is coupled to the camshaft, and the planetary gear train is coaxially disposed about the input shaft and the output shaft. An input sun gear of the planetary gear train is coupled to the input shaft, and an output sun gear of the planetary gear train is coupled to the output shaft. The planetary gear train has first and second planet gears integrated to engage the input and output sun gears respectively and rotate about a common axis at the same angular velocity. The carrier includes a planet shaft, a first planet bearing, and a second planet bearing, and integrated first and second planet gears on each of the first planet bearing and the second planet bearing. Rotate.

  The phase shift mechanism lock mechanism rotates the input sun gear, the output sun gear and the carrier as one unit in such a manner that the phase shift angle of the output shaft with respect to the input shaft remains the same and the output shaft rotates with the input shaft at the same angular velocity. Therefore, the planetary gear train is locked in a locked state by preventing the planet gear from rotating with respect to the carrier. In operation, the electric machine applies torque to the locking mechanism to unlock the locking mechanism so that the output shaft rotates at different angular speeds relative to the input shaft.

1 is a schematic diagram of engine components illustrating a phase shift mechanism, camshaft, and drive device that embodies and is constructed in accordance with the present disclosure. FIG. Sectional drawing of an output shaft, an input shaft, and a phase shift mechanism. FIG. 4 is an exploded view of a phase shift mechanism that embodies the present disclosure and is configured according to the present disclosure, illustrating a planetary gear train and a lock mechanism of the phase shift mechanism, and the first and second planet gears of the planetary gear train are the same. The figure integrated with each other. The other exploded view of the component of the phase shift mechanism of FIG. Sectional drawing of the lock mechanism and gear train which embodied this indication and were constituted by this indication. The perspective view of the extension part of the limiting device of a phase shift mechanism, and an input sun gear. The other embodiment of the extension part of the limiting device of a phase shift mechanism, and the perspective view of an output sun gear.

  The following detailed description illustrates the present disclosure by way of example and not limitation. The description clearly allows one skilled in the art to make and use the present disclosure, including the best mode of carrying out the present disclosure, what is currently believed, and examples, applications, variations, alternatives, and uses of the present disclosure. Will be explained.

  Referring to the drawings, an electromechanical phase shift mechanism is generally designated A (FIGS. 1 and 2). In one embodiment, the phase shift mechanism A is located between the camshaft 12 of the engine 14 and the drive device 10. Referring to FIGS. 1-5, the phase shift mechanism A has a locking mechanism generally indicated by input shafts 18 and 22 coupled to a sprocket 16, a drive device 10 (crankshaft) (FIG. 1). Includes an output shaft 26 coupled to the planetary gear train shown at 20, an electric machine generally shown at 24, the camshaft 12 (FIG. 1).

  The planetary gear train 20 is coaxially aligned around the input shaft 18 and the output shaft 26. The planetary gear train 20 includes a first branch in the form of an input sun gear 28, a second branch in the form of an output sun gear 30, a lockable third branch in the form of a carrier 32, a first set of planet gears 34 and a first gear. Two sets of planet gears 36 are included. The input sun gear 28 meshes with the first set of planet gears 34, and the output sun gear 30 meshes with the second set of planet gears 36. Each planet gear 34 in the first planet gear set is coupled to a corresponding planet gear 36 in the second planet gear set, and thus is associated with each corresponding planet gear 36 in the second planet gear set. Rotates as a unit. In one embodiment, the planet gears 34, 36 are formed substantially identical and are integrated as a single gear. The planet gears 34 and 36 cooperate to form a planetary gear pair for rotating around a common axis at the same angular velocity. The planetary gear pair is supported by a set of planet shafts 38 (FIG. 1) via bearings. The carrier 32 is supported in the housing 40 via a bearing 42.

  As shown in FIG. 2, the input shaft 18 has one end coupled to the sprocket 16 and the other end coupled to the input sun gear 28. The input shaft 18 is supported in the housing 40 via a bearing 44. The output shaft 26 has one end coupled to the output sun gear 30 and the other end coupled to the camshaft (FIG. 1).

  The electric machine 24 includes a rotor 46 and a stator 48. The rotor 46 is fitted on the carrier 32 to establish a secure mechanical connection, and thus the carrier 32 rotates with the rotor 46 as a unit. As shown, the stator 48 is mounted on the housing 40.

  To improve support stiffness, the input shaft 18 and output shaft 26 extend beyond the input sun gear 28 and output sun gear 30 and one is guided over the other via a bearing 49 (FIG. 1). The input shaft 18 is allowed to rotate relative to the output shaft 26 when a phase shift between the two shafts 18, 26 is desired. To prevent excessive angular displacement between the two shafts 18, 26, the angular position limiter, generally indicated at 50 (FIGS. 1, 3-5), provides mechanical stops in both directions of rotation. May be employed.

  Limiting device 50 rotatably couples input sun gear 28 to output sun gear 30. Referring to FIGS. 3 and 4, in one embodiment, the restriction device 50 includes a slot 52 formed in the surface 54 of the input sun gear 28 and an extension 56 that projects from the other surface 58 of the output sun gear 30. The extension portion 56 is slidably engaged with the elongated hole 52. In one embodiment, extension 56 includes a pin that projects from output sun gear 30. In another embodiment (FIGS. 6 and 7), the extension 60 is a key member protruding from the surface 54 of the input sun gear 28 (FIG. 6) and / or a key member protruding from the surface 58 of the output sun gear 30 (FIG. 7). including. The key member slidably engages with a suitable engagement surface located on the opposing sun gear. During the rotation of the shafts 18, 26, the extension 56 reciprocates slidably in the opposing elongated holes 52, and the elongated holes limit the movement of the extensions and move between the shafts 18, 26. Prevents angular displacement.

Referring to FIGS. 1-5, the planetary gear train 20 has a basic gear ratio “SR ₀ ” defined as follows.
SR ₀ = (ω _S2 −ω _C ) / (ω _S1 −ω _C ) (1)
Here, ω _S1 is the angular velocity of the input sun gear 28, ω _S2 is the angular velocity of the output sun gear 30, and ω _C is the angular velocity of the carrier 32.

The basic gear ratio can be obtained from the number of gear teeth in the planetary gear train 20 as follows.
SR ₀ = (N _S1 −N _P2 ) / (N _S2 −N _P1 ) (2)
_{Here, N S1} is the number of teeth of the input sun gear _{28, N S2} is the number of teeth of the output sun gear _{30, N P1} is a number of teeth of the first planet gear _{34, N P2} is a second planet gear The number of teeth is 36.

  The phase shift angle of the output shaft 26 with respect to the input shaft 18 is as follows.

遊星歯車トレイン２０のロック機構２２は、外部トルクがキャリア３２に印加されないときに内部固定又はロックを保証する内部ジオメトリ及び構成を有するように設計される。ロック機構２２は、円錐ベアリング６２，６４を含み、円錐ベアリング６２，６４は、径方向の荷重下で、プラネタリギアペア３４，３６に、プラネタリギアペア３４，３６がそれらの支持シャフト３８回りに回転するのを防止する傾向のある摩擦抵抗トルクを負荷する。インボリュート歯車及び、相補関係の歯プロフィールを備える他のタイプのギアに対して、径方向の荷重は、伝達されるトルクの量に正比例する。従って、摩擦抵抗トルクは、また、入力及び出力トルクに比例する。他方、入力サンギア２８からの入力トルク及び出力サンギア３０からの出力トルクは、プラネタリギア３４，３６を回転させようとする差動トルクを生む。最大の利用可能な摩擦トルクが、印加される差動トルクよりも大きい場合、遊星歯車トレイン２０は摩擦的にロックされる。この状態を保証するため、遊星歯車トレイン２０、第１のプラネットギア３４と第１のプラネットベアリング４２の間の摩擦係数及び第２のプラネットギア３６と第２のプラネットベアリング４４の間の摩擦係数の間の次の内部ジオメトリ関係が特徴付けられる。

The locking mechanism 22 of the planetary gear train 20 is designed to have an internal geometry and configuration that ensures internal locking or locking when no external torque is applied to the carrier 32. The locking mechanism 22 includes conical bearings 62, 64 that rotate to planetary gear pairs 34, 36 and planetary gear pairs 34, 36 about their support shafts 38 under radial loads. Load frictional resistance torque that tends to prevent For involute gears and other types of gears with complementary tooth profiles, the radial load is directly proportional to the amount of torque transmitted. Thus, the frictional resistance torque is also proportional to the input and output torque. On the other hand, the input torque from the input sun gear 28 and the output torque from the output sun gear 30 generate a differential torque that attempts to rotate the planetary gears 34 and 36. If the maximum available friction torque is greater than the applied differential torque, the planetary gear train 20 is frictionally locked. In order to guarantee this condition, the friction coefficient between the planetary gear train 20, the first planet gear 34 and the first planet bearing 42 and the friction coefficient between the second planet gear 36 and the second planet bearing 44 are reduced. The next internal geometry relationship between is characterized.

ここで、
ｉ_１＝Ｎ_Ｐ１／Ｎ_Ｓ１
λ_１＝ｒ_１／Ｒ_Ｓ１
λ_２＝ｒ_２／Ｒ_Ｓ２、
ｒ_１はプラネット支持ベアリング６２に対する実効内径であり、
ｒ_２はプラネット支持ベアリング６４に対する実効内径であり、
Ｒ_Ｓ１は入力サンギア２８のピッチ円半径であり、
Ｒ_Ｓ２は出力サンギア３０のピッチ円半径であり、
α_１は入力サンギア２８及び第１のプラネットギア３４に対する圧力角であり、
α_２は出力サンギア３０及び第２のプラネットギア３６に対する圧力角であり、
β_１はプラネット支持ベアリング６２の半円錐角であり、
β_２はプラネット支持ベアリング６４の半円錐角であり、
μは第１及び第２のプラネットベアリング６２，６４に対する最大有効摩擦係数（maximum available friction coefficient）である。

here,
i ₁ = N _P1 / N _S1
λ ₁ = r ₁ / R _{S1
λ 2 = r 2 / R S2} ,
r ₁ is the effective inner diameter for the planet support bearing 62;
r ₂ is the effective inner diameter for the planet support bearing 64;
R _S1 is the pitch circle radius of the input sun gear 28;
R _S2 is the pitch circle radius of the output sun gear 30;
α ₁ is a pressure angle with respect to the input sun gear 28 and the first planet gear 34,
α ₂ is a pressure angle with respect to the output sun gear 30 and the second planet gear 36;
β ₁ is the half cone angle of the planet support bearing 62;
β ₂ is the half cone angle of the planet support bearing 64;
μ is the maximum available friction coefficient for the first and second planet bearings 62, 64.

  The locking mechanism 22 causes the input sun gear 28, the output sun gear 30 and the carrier 32 to move in such a manner that the phase shift angle of the output shaft 26 with respect to the input shaft 18 remains the same and the output shaft 26 rotates with the input shaft 18 at the same angular velocity. The planet gears 34 and 36 are prevented from rotating with respect to the carrier 32 for rotation as a unit. The locking mechanism 22 includes a friction torque generated by a friction coefficient between the first planet gear 34 and the first planet bearing 62 and a friction coefficient between the second planet gear 36 and the second planet bearing 64.

  As shown in FIG. 2, the electric machine 24 couples the carrier 32. The electric machine 24 applies torque to the planetary gear train 20 to unlock the friction torque, allowing the carrier 32 to rotate relative to at least one of the input sun gear 28 and the output sun gear 30, and the input shaft The phase shift angle of the output shaft 26 relative to 18 is varied so that the output shaft 26 exhibits a different angular velocity relative to the input shaft 18.

In operation, electromechanical camshaft phase shift mechanism A has three modes of operation. The first mode of operation relates to a neutral mode in which the electric machine 24 is turned off (ie, does not consume or generate power) and therefore no torque is applied to the carrier 32. Since no operating torque is applied to the carrier 32, the planetary gear train 20 is frictionally locked or “internally locked” by the locking mechanism 22. In this locked state, the planetary gear train 20 can only be rotated as a unit. The output shaft 26 rotates with the input shaft 18 in the same direction at the same angular velocity. Therefore, ω _C = ω _S1 . Since Δθ = 0 from equation (3), there is no phase change between the input shaft 18 and the output shaft 26 in this operation mode.

The second operation mode relates to the regeneration mode. In this mode, the electric machine 24 applies a resistance torque to the planetary gear train 20 to reduce the speed of the rotor 46 so that ω _C <ω _S1 . In doing so, the planetary gear train 20 converts mechanical power into electrical power and functions as a generator. The resistance torque unlocks the planetary gear train. As a result, the output shaft 26 rotates in the same direction as the input shaft 18, but rotates at a faster or slower angular velocity. From equation (3), if SR ₀ > 1, there is a continuous phase advance of the output shaft relative to the input shaft 18, or if SR ₀ <1, the output shaft continuous phase relative to the input shaft 18 It will be late. Thus, in this mode of operation, there is a continuous phase advance or delay of the output shaft relative to the input shaft 18.

  In the second mode of operation, the torque applied by the electric machine 24 to the planetary gear train 20 is the friction between the first planet gear 34 and the first planet bearing 62 and the second planet gear 36 and the second planet gear 62. It includes resistance torque that unlocks the carrier 32 by overcoming torque generated by friction between the planet bearings 64. The resistance torque unlocks the carrier 32 and changes the phase shift angle in a manner that the output shaft 26 rotates at different angular speeds relative to the input shaft 18. In one embodiment, output shaft 26 rotates relative to input shaft 18 at the same angular velocity.

The third operation mode relates to a drive mode, in which the electric machine 24 applies a drive torque to the planetary gear train 20 and increases the speed of the rotor 46 and the carrier 32 so that ω _C > ω _S1 . . The electric machine 24 draws power from a power source (not shown) and mechanically converts the power into force. In doing so, the electrical machine 34 functions as a motor. The drive torque unlocks the planetary gear train. As a result, the output shaft 26 rotates in the same direction as the input shaft 18 but rotates at a faster or slower angular velocity. From equation (3), if SR ₀ > 1, there is a continuous phase lag of the output shaft relative to the input shaft 18, or if SR ₀ <1, the output shaft continuous phase relative to the input shaft 18 Advance. Thus, in this mode of operation, there is a continuous phase lag or advance of the output shaft relative to the input shaft 18.

  In the third mode, the torque applied by the electric machine 24 to the planetary gear train 20 is the friction between the first planet gear 34 and the first planet bearing 62 and the second planet gear 36 and the second planet. It includes a drive torque that unlocks the carrier 32 by overcoming the torque generated by friction between the bearings 64. The resistance torque unlocks the carrier 32 and changes the phase shift angle in such a manner that the output shaft 26 rotates at different angular speeds in the same angular direction with respect to the input shaft 18. In one embodiment, output shaft 26 rotates relative to input shaft 18 at the same angular velocity.

  One of the effects of the phase shift mechanism A is a low manufacturing cost due to the elimination of the hydraulic system. In addition, since the planetary gear train 20 is internally locked and operates in a neutral mode in which it rotates as a unit, the gears 28, 34, 46 and 30, the planet support bearings 62 and 64 and the pilot bearing 49 experience intermittent use. . Therefore, the phase shift mechanism A uses a low-cost bearing. For the same reason, the phase shift mechanism A uses a low-cost electric machine, such as a switched reluctance motor, to reduce the overall cost.

  In view of the above, it will be seen that the several objects of the disclosure are achieved and effective results are obtained. Various changes may be made in the above configuration without departing from the scope of this disclosure, and all that is included in the above description or shown in the accompanying drawings is illustrative and not limiting. It is intended to be interpreted in meaning.

Claims (26)

Phase shift in an engine including a camshaft, a drive device for the camshaft, and a phase shift mechanism that is positioned between the drive device and the camshaft and controls a phase shift angle between the drive device and the camshaft. Mechanism,
An input shaft coupled to the drive device;
An output shaft coupled to the camshaft;
A planetary gear train provided coaxially around the input shaft and the output shaft, and engaged with an input sun gear coupled to the input shaft, an output sun gear coupled to the output shaft, and the input and output sun gears, respectively. First and second planet gears integrated to rotate about a common axis at the same angular velocity, and first that the integrated first and second planet gears rotate on each other A planetary gear train having a carrier including a planet bearing and a second planet bearing;
The input sun gear, the output sun gear, and the carrier are rotated as a unit in such a manner that the phase shift angle of the output shaft with respect to the input shaft remains the same and the output shaft rotates at the same angular velocity together with the input shaft. Therefore, the phase shift mechanism includes a lock mechanism that locks the planetary gear train in a locked state by preventing the planet gear from rotating with respect to the carrier.   The lock mechanism includes friction torque generated by friction between the first planet gear and the first planet bearing and friction between the second planet gear and the second planet bearing. The phase shift mechanism described in 1.   An electric machine coupled to the carrier, wherein the electric machine is capable of rotating the carrier relative to at least one of the input sun gear and the output sun gear, the torque overcoming the friction torque, The phase shift mechanism according to claim 2, configured to be applied to a carrier, and changing a phase shift angle of the output shaft relative to the input shaft such that the output shaft exhibits a different angular velocity relative to the input shaft. The phase shift mechanism according to claim 3, wherein the phase shift angle is a function of a gear ratio “SR ₀ ” of the planetary gear train. The gear ratio SR ₀ is expressed by the following equation:
SR ₀ = (ω _S2 −ω _C ) / (ω _S1 −ω _C )
5. The phase shift mechanism according to claim 4, wherein ω _S1 is an angular velocity of the input sun gear, ω _S2 is an angular velocity of the output sun gear, and ω _C is an angular velocity of the carrier. The change in the phase shift angle is expressed by the following equation:

The phase shift mechanism according to claim 5. The gear ratio SR ₀ is expressed by the following equation:
_{SR 0 = (N S1 -N P2} ) / (N S2 -N P1)
Here, N _S1 is the number of teeth of the input sun gear, N _S2 is the number of teeth of the output sun gear, N _P1 is a number of teeth of the first planet gear, the N _P2 the second planet The phase shift mechanism according to claim 4, which is the number of gear teeth. The change in the phase shift angle is expressed by the following equation:

The phase shift mechanism according to claim 7.   The torque applied by the electric machine to the planetary gear train is such that the phase shift angle at which the output shaft rotates relative to the input shaft changes the first planet gear and the first planet bearing. The phase shift mechanism according to claim 6, further comprising a resistance torque that unlocks the carrier by overcoming torque generated by friction between the second planet gear and the friction between the second planet gear and the second planet bearing. Between the geometric parameters of the planetary gear train, the coefficient of friction between the first planet gear and the first planet bearing, and the coefficient of friction between the second planet gear and the second planet bearing. The relationship is expressed as:

Here, i ₁ = N _P1 / N _S1 , λ ₁ = r ₁ / R _S1 , λ ₂ = r ₂ / R _S2 , N _P1 is the number of teeth of the first planet gear, and N _S1 is the input The number of teeth of the sun gear, r ₁ is the effective inner diameter for the planet support bearing, r ₂ is the effective inner diameter for the planet support bearing, R _S1 is the pitch circle radius of the input sun gear, and R _S2 is the output sun gear. Α ₁ is a pressure angle with respect to the input sun gear and the first planet gear, α ₂ is a pressure angle with respect to the output sun gear and the second planet gear, and β ₁ is a planet support. a half cone angle of the bearing, beta ₂ is a half cone angle of the planet support bearings, mu is the maximum effective for the first and second planet bearings A friction coefficient, a phase shift mechanism according to claim 9. The phase shift mechanism according to claim 6, wherein a continuous phase advance occurs with respect to the phase shift angle when SR ₀ > 1. The phase shift mechanism according to claim 6, wherein a continuous phase delay occurs with respect to the phase shift angle when SR ₀ <1.   The torque applied by the electric machine to the planetary gear train is such that the phase shift angle at which the output shaft rotates relative to the input shaft changes the first planet gear and the first planet bearing. The phase of claim 6 including a drive torque that unlocks the carrier by overcoming a torque applied by a coefficient of friction between and a coefficient of friction between the second planet gear and the second planet bearing. Misalignment mechanism. Between the geometric parameters of the planetary gear train, the coefficient of friction between the first planet gear and the first planet bearing, and the coefficient of friction between the second planet gear and the second planet bearing. The relationship is expressed as:

Here, i ₁ = N _P1 / N _S1 , λ ₁ = r ₁ / R _S1 , λ ₂ = r ₂ / R _S2 , N _P1 is the number of teeth of the first planet gear, and N _S1 is the input The number of teeth of the sun gear, r ₁ is the effective inner diameter for the planet support bearing, r ₂ is the effective inner diameter for the planet support bearing, R _S1 is the pitch circle radius of the input sun gear, and R _S2 is the output sun gear. Α ₁ is a pressure angle with respect to the input sun gear and the first planet gear, α ₂ is a pressure angle with respect to the output sun gear and the second planet gear, and β ₁ is a planet support. a half cone angle of the bearing, beta ₂ is a half cone angle of the planet support bearings, mu is the maximum effective for the first and second planet bearings A friction coefficient, a phase shift mechanism according to claim 13. The phase shift mechanism according to claim 13, wherein a continuous phase delay occurs with respect to the phase shift angle when SR ₀ > 1. The phase shift mechanism of claim 14, wherein a continuous phase advance occurs for the phase shift angle when SR ₀ <1.   The phase shift mechanism according to claim 3, further comprising a limiting device that rotatably couples the input sun gear to the output sun gear.   The restriction device includes an elongated hole located on a surface of the input sun gear and includes a protrusion protruding from another surface of the output sun gear, and the protrusion is slidably engaged with the elongated hole. Item 18. The phase shift mechanism according to Item 17.   The restriction device includes a long hole located on the surface of the input sun gear and a key member protruding from the other surface of the output sun gear, and the key member is slidably engaged with the long hole. The phase shift mechanism according to claim 17.   The phase shift mechanism according to claim 17, wherein the first and second planet gears are formed identically and integrated as a single gear. An engine having a phase shift control unit between a camshaft and an engine drive device,
An input shaft coupled to the drive device;
An output shaft coupled to the camshaft;
A planetary gear train provided coaxially around the input shaft and the output shaft, and engaged with an input sun gear coupled to the input shaft, an output sun gear coupled to the output shaft, and the input and output sun gears, respectively. First and second planet gears integrated as a unit to rotate about a common axis at the same angular velocity, and first and second planet gears rotating on each of the first and second planet gears A planetary gear train having a carrier including a planet bearing and a second planet bearing;
The input sun gear, the output sun gear, and the carrier are rotated as a unit in such a manner that the phase shift angle of the output shaft with respect to the input shaft remains the same and the output shaft rotates at the same angular velocity together with the input shaft. Therefore, a locking mechanism that locks the planetary gear train in a locked state by preventing the planet gear from rotating with respect to the carrier, the first planet gear and the first planet bearing being A locking mechanism including friction between the second planet gear and friction torque generated by friction between the second planet gear and the second planet bearing;
An electric machine coupled to the carrier, wherein the carrier can be rotated with respect to at least one of the input sun gear and the output sun gear, and a torque that overcomes the friction torque is applied to the carrier. And an electric machine configured to change a phase shift angle of the output shaft with respect to the input shaft.   The torque applied by the electric machine to the planetary gear train is such that the output shaft rotates at different angular velocities relative to the input shaft in order to change the phase shift angle and the first planet gear. A resistance torque for unlocking the carrier by overcoming the torque added by the friction coefficient between one planet bearing and the friction torque generated by the friction coefficient between the second planet gear and the second planet bearing. The phase shift mechanism according to claim 21, further comprising:   The torque applied by the electric machine to the planetary gear train is configured to change the phase shift angle in such a manner that the output shaft rotates at different angular velocities in the same angular direction with respect to the input shaft. And a driving torque for unlocking the carrier by overcoming a torque generated by friction between a planet gear and the first planet bearing and friction between the second planet gear and the second planet bearing. Item 22. The phase shift mechanism according to Item 21. A method for controlling a phase shift angle between a camshaft and an engine drive device,
Placing a planetary gear train around an input shaft coupled to the drive and around an output shaft coupled to the camshaft;
An input sun gear coupled to the input shaft and coupled to the output shaft in such a manner that the phase shift angle of the output shaft relative to the input shaft remains the same and the output shaft rotates at the same angular velocity with the input shaft. The planetary gear train is locked by frictional force to rotate the output sun gear and the planetary gear train carrier as a unit,
Torque is applied to the planetary gear train to unlock the friction force applied to the planetary gear train, and the carrier can be rotated with respect to at least one of the input sun gear and the output sun gear. Changing the phase shift angle of the output shaft relative to the input shaft such that the output shaft relative to the input shaft exhibits different angular velocities.   Applying torque to the planetary gear train is achieved by overcoming the torque applied by the friction to change the phase shift angle in a manner that the output shaft rotates at different angular speeds relative to the input shaft. 25. The method of claim 24, comprising applying a resistance torque that unlocks the carrier.   Applying torque to the planetary gear train is achieved by overcoming the torque applied by the friction to change the phase shift angle in a manner that the output shaft rotates at different angular speeds relative to the input shaft. 25. The method of claim 24, comprising applying a drive torque that unlocks the carrier.

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