WO2006012955A1 - Entrainement d'un systeme de traction - Google Patents

Entrainement d'un systeme de traction Download PDF

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Publication number
WO2006012955A1
WO2006012955A1 PCT/EP2005/006912 EP2005006912W WO2006012955A1 WO 2006012955 A1 WO2006012955 A1 WO 2006012955A1 EP 2005006912 W EP2005006912 W EP 2005006912W WO 2006012955 A1 WO2006012955 A1 WO 2006012955A1
Authority
WO
WIPO (PCT)
Prior art keywords
traction
traction mechanism
friction
wheel
traction drive
Prior art date
Application number
PCT/EP2005/006912
Other languages
German (de)
English (en)
Inventor
Rainer Pflug
Rainer BAUMÜLLER
Thomas Bertelshofer
Peter Kelm
Tino HÄNSEL
Martin Assel
Original Assignee
Schaeffler Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Kg filed Critical Schaeffler Kg
Publication of WO2006012955A1 publication Critical patent/WO2006012955A1/fr

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
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/08—Means for varying tension of belts, ropes, or chains
    • F16H7/10—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley
    • F16H7/12—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley
    • F16H7/1209—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley with vibration damping means
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/16—Silencing impact; Reducing wear
    • 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
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • 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
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/04—Reducing noise
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings

Definitions

  • the invention relates to a traction mechanism drive, in particular for a Verbren ⁇ tion motor, with at least one driving wheel, at least one ange ⁇ exaggerated wheel, a belt and at least one Glasstoff ⁇ drive component, which is connected to one of the wheels or connectable.
  • Control drives of internal combustion engines usually have a crankshaft drive wheel, one, two or more camshaft driven wheels and a preferably designed as a chain or belt entangling means.
  • other driven via wheels traction drive components may be present.
  • Such traction drives are subject to vibration excitations due to torque fluctuations or Winkel Obers ⁇ changes, which can lead to audible noise in resonance ranges. This is associated with increased frictional forces, which can affect the life of the belt drive and its efficiency.
  • a periodically fluctuating load torque is generated, furthermore the protruding and recessed portions of the wheel are selected so that an opposing set corrective torque is produced and the two torques cancel each other out substantially.
  • the disadvantage is that a configuration once set can not be changed, although the dy ⁇ namic behavior of the traction mechanism drive depending on the speed and other factors can be subject in part to strong fluctuations.
  • the invention is therefore based on the problem of specifying a traction mechanism drive, in particular for an internal combustion engine, whose dynamic behavior can be better influenced.
  • a traction mechanism drive of the type mentioned at the outset that the at least one traction mechanism component can be selectively controlled in order to impart a non-uniformity or load to the traction mechanism drive.
  • the traction mechanism drive according to the invention In contrast to the traction mechanism drives known in the prior art, it is possible in the traction mechanism drive according to the invention to influence the dynamic behavior in a targeted manner.
  • the non-uniformity generating means is variable, resulting in significantly expanded possibilities for influencing the dynamic behavior of the traction mechanism drive.
  • the traction mechanism drive according to the invention makes it possible to make changes during ongoing operation so that it can be counteracted immediately when vibrations occur.
  • the traction drive component is continuously switched on or off.
  • the power consumption or output of the traction drive component can also be steplessly controlled or regulated. Stepless control or regulation makes it possible to counteract particularly delicate and precisely occurring irregularities or vibrations.
  • intermittently switching traction-mechanism components on or off or of steplessly influencing the power consumption of a traction-drive component by driving the traction-drive component for example, sinusoidally.
  • all traction mechanism drive components which can impart uniformity to the traction mechanism drive can be used for controlling or regulating.
  • This may be e.g. To a genera ⁇ gate, a pump, a compressor or a camshaft adjuster han ⁇ .
  • other Switzerlandtechnischmaschinekomponenten in question which are used in traction drives in internal combustion engines.
  • a plurality of traction mechanism components are simultaneously controlled or regulated in a targeted manner in order to impart a non-uniformity to the traction mechanism drive.
  • These may, for example, be two camshaft adjusters which are actuated simultaneously in order to produce uniformity.
  • the traction mechanism component has a switchable or controllable damping element.
  • the damping can eg over
  • the dynamic behavior of the traction mechanism drive according to the invention can be influenced by switching the controllable damping element on and off.
  • the further damping element can permanently counteract the formation of vibrations or irregularities in the traction mechanism drive.
  • the second damping element can be selectively switched on or off and controlled, for example, when the traction drive is in a speed range with particularly strong oscillations.
  • the traction mechanism drive component has a flywheel mass which can be switched on and off.
  • the flywheel mass can be coupled or decoupled via a coupling with the traction drive component.
  • the flywheel mass can be coupled to a crankshaft or a camshaft or to a drive shaft of a traction drive component.
  • the flywheel mass can be used to influence the dynamic behavior of the traction mechanism drive since the mass of the flywheel and its moment of inertia influence the dynamic system. It is also possible to provide an additional wheel which can be coupled to the flywheel.
  • the traction mechanism component has a friction pair which can be switched on and off.
  • a frictional force or moment can be exerted on the traction drive to convert kinetic energy into heat.
  • the friction pairing can thus be used to reduce irregularities and unwanted vibrations.
  • An advantageous development of the invention provides that the frictional force generated by the Reibpaa ⁇ tion or the friction torque is controllable, vor ⁇ preferably, the friction can be steplessly controlled.
  • the friction pairing generates a periodically variable frictional force or a frictional torque that can be adapted particularly sensitively to oscillations in the traction mechanism drive.
  • the invention also includes all expedient combinations of the described means in order to impart nonuniformity to the traction mechanism drive.
  • FIG. 2 shows a second embodiment of the invention with a switchable damper.
  • Fig. 3 shows a third embodiment of the invention with a
  • FIG. 4 shows a fourth exemplary embodiment of the invention with a flywheel attached to a drive shaft
  • FIG. 5 shows a fifth exemplary embodiment of the invention with a flywheel attached to an output shaft
  • FIG. 6 shows a sixth embodiment of the invention with a flywheel attached to an additional shaft
  • Fig. 7 shows a seventh embodiment of the invention with a
  • FIG. 8 shows an eighth embodiment of the invention with two camshaft adjusters
  • FIG. 9 shows a ninth embodiment of the invention with a traction mechanism component having a friction pairing
  • FIG. 10 shows a tenth embodiment of the invention with a friction pair arranged on an additional shaft
  • FIG. 11a, 11 b an eleventh embodiment of the invention with a periodically varying friction torque generating
  • Fig. 1 shows a traction mechanism drive 1 with a selectively controllable Wegstofftrieb ⁇ component 2.
  • the traction mechanism drive 1 consists of a crankshaft 3, which is coupled to a crankshaft, not shown, of an internal combustion engine.
  • the rotational movement of the crankshaft sprocket 3 is transmitted to a pair of camshaft sprockets 5, 6 from overhead camshafts via a belt-shaped belt 4.
  • Another wheel 7 is connected via a switchable coupling 8 with the Switzerlandstofftechnisch ⁇ component 2.
  • the traction drive component 2 is in the illustrated embodiment is a generator. In other embodiments, however, the traction drive component may be a pump, a compressor or similar device.
  • the traction mechanism component 2 is associated with a control device 9, are controlled by the power consumption and the engagement and disengagement. In certain speed ranges 1 dynamic effects can occur in the traction drive. These include torque fluctuations, speed fluctuations, but also non-uniformities of the angular speeds of the wheels 3, 5, 6 or 7. In order to compensate for these unwanted vibrations, the traction drive component 2 can be switched on and off in a targeted manner. This process is controlled by the control device 9, which causes the engagement and disengagement of the wheel 7 by means of the clutch 8.
  • a pulse generated by the wheel 7 is impressed on the traction mechanism drive 1 via the toothed belt 4, which leads to the reduction of vibrations.
  • the control device 9 can drive the traction mechanism drive component 2 in such a way that the power consumption has a sinusoidal profile. Accordingly, sinusoidal impulses are generated via the wheel coupled with the traction mechanism drive component 2 7, which influence the toothed belt 4 and the other components of the traction mechanism drive 1. The frequency and the amplitude of these sinusoidal excitations are thereby adapted to the occurring vibration irregularities in the traction mechanism drive 1.
  • Fig. 2 shows a second embodiment of the invention with a schaltba ⁇ ren damper.
  • the traction mechanism shown in Fig. 2 has a switchable damper 10 which is connected to a wheel 11 which is driven by the toothed belt 4.
  • the switchable damper 10 makes it possible to damp unwanted vibrations of the toothed belt 4.
  • the damper 10 is constructed like a conventional shock absorber whose structure and function is known.
  • the switchable damper 10 is connected to a control device 12 which can selectively switch the damper 10 on and off. This makes it possible to actuate the damper 10 as a function of other parameters, for example when the engine is in a certain speed range.
  • the damper 10 can be targeted when vibrations occur. are switched, if the vibrations occurring below a limit un ⁇ , the damper 10 remains switched off. In this way, the traction mechanism drive can be relieved in certain positions or specific operating points.
  • the switchable damper 10 has the option of specifically controlling the damping behavior by the control device 12. This creates a further possibility for selectively influencing the dynamics of the traction mechanism drive.
  • FIG. 3 shows a third exemplary embodiment of the invention which, in addition to the switchable damper shown in FIG. 2, has a non-switchable damper.
  • the structure of the traction mechanism shown in Fig. 3 corresponds to that of the traction mechanism of FIG. 2, in addition, a damper 13 is provided, which permanently acts on the toothed belt 4 via the wheel 11 connected to it.
  • the damper 13 acts continuously on the traction mechanism, so that unwanted vibrations are reduced.
  • the switchable damper 10 can be switched on by the control device 12, for example if, at certain operating points, a particularly high damping is advantageous.
  • the switchable damper 10 can also be controlled intermittently, as well as a sinusoidal control is conceivable, the generated damping follows a sine function.
  • Fig. 4 shows a fourth embodiment of the invention with a mounted on a drive shaft flywheel.
  • a flywheel 14 is provided, which is coupled via a coupling 15 with the crankshaft 3.
  • the clutch 15 is controllable via a control device 16.
  • the engagement or disengagement leads to pulses which are transmitted to the toothed belt 4 via the crankshaft wheel 3 and can favorably influence the dynamic behavior of the traction mechanism drive.
  • the clutch 15 is provided with a freewheel, so that the damping torque can be transmitted only in one direction.
  • the control device 16 can control the clutch 15 in such a way that the input and output Disengagement occurs gradually, so that these transition areas can be used in vor ⁇ advantageous manner to compensate for non-uniformities of the traction mechanism.
  • Fig. 5 shows a fifth embodiment of the invention with a arranged on an output shaft flywheel.
  • the flywheel 14 is attached via the clutch 15 to the camshaft 6, so that dynamic effects in the range of the camshaft gears can be selectively influenced.
  • the basic structure of the flywheel 14 and the clutch 15 and the associated control device 16 corresponds to that shown in Fig. 4.
  • the position of the flywheel 14 can be selected, as shown in Figures 4 and 5.
  • Fig. 6 shows a sixth embodiment of the invention with a Schwung ⁇ mass, which can be connected via an additional shaft with an additional wheel.
  • the flywheel 14 is connected via the switchable clutch 15 and a shaft with the auxiliary wheel 17 of the traction drive.
  • the control of the clutch 15 is carried out as in the previous embodiments via a control device 16.
  • the auxiliary wheel 17 is provided specifically for imprinting non-uniformities, it can therefore be used independently of another traction drive component.
  • the additional wheel 17 can be selectively influenced via the control device 16 by the engagement and disengagement of the flywheel 14, whereupon the generated pulses are transmitted from the auxiliary wheel 17 to the toothed belt 4 and the components connected thereto.
  • Fig. 7 shows a seventh embodiment of the invention with a cam recliner.
  • the camshaft sprocket 6 of the traction mechanism shown in FIG. 7 can be controlled by the camshaft adjuster 18 such that the phase position between the crankshaft and that camshaft, the the camshaft 6 is assigned, can be adjusted.
  • the camshaft adjuster 18 is hydraulically controlled, the dynamic effects occurring during the adjustment can be used selectively in order to influence the traction mechanism drive and to calm vibrations.
  • the camshaft counter 18 is connected to a control device 19, via which the control takes place.
  • FIG. 8 shows an eighth embodiment of the invention with two camshaft adjusters.
  • a second camshaft adjuster 20 is provided, which is assigned to the camshaft wheel 5.
  • the control device 19 controls both camshaft adjusters 18, 20.
  • the use of two camshaft adjusters 18, 20, which are each assigned to a camshaft, improves the possibilities of influencing the dynamic behavior.
  • FIG. 9 shows a ninth exemplary embodiment of the invention, in which the traction drive component has a controllable friction pairing.
  • the traction mechanism shown in Fig. 9 comprises a friction pair 21, which is connected via a switchable clutch 22 with the cam wel I enrad 6.
  • the control of the clutch 22 via a control device 23, so that the Reibpaa ⁇ tion 21 can be switched on and off.
  • increased friction is introduced into the system.
  • the increased friction also has an impact on the efficiency, which is thereby worsened.
  • the friction pair 21 is turned on only when needed.
  • the friction of the friction pairing 21 can be adjusted stu ⁇ fenlos via the control device 23. This adjustment allows a particularly good adaptation to the vibrations occurring during operation of the Switzerlandmit ⁇ teltriebs.
  • Fig. 10 shows a tenth embodiment of the invention, in which a switchable friction pair is arranged on an additional shaft.
  • the traction mechanism shown in Fig. 10 is constructed substantially like the traction mechanism in Fig. 9, in contrast to the friction pairing 21 via an additional shaft can be coupled with an additional wheel 24. Otherwise, the control takes place, as in the exemplary embodiment described in FIG. 9, via the control device 23, which actuates the clutch 22.
  • pulses are imparted to the additional wheel 24, which act favorably on the vibration behavior of the traction mechanism drive.
  • Figures 11a and 11b show an eleventh embodiment of the invention with a friction pairing which generates a periodically varying friction torque.
  • the friction pair consists of a rotatable friction element 25, which cooperates with a fixed friction element 26.
  • the contour of the friction element 25 is formed by two opposite circular arc segments 27, 28, which are connected to one another by straight line sections 29, 30.
  • the rotatable wheel member 25 is connected to a wheel 31 via a shaft.
  • the wheel 31 and the friction element 25 coupled thereto are set in rotation so that the friction element 25 alternately comes in contact with the friction element 26 with its circular arc sections 27, 28.
  • a periodically variable wheel torque is generated, which can for example be adjusted so that it counteracts the second-order vibrations of the engine.
  • the exemplary embodiment shown in FIGS. 11a and 11b does not require a control device, so it can be realized with little effort.
  • the friction element can also be coupled to a drive or output shaft of the engine.

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

Abstract

Entraînement d'un système de traction, en particulier pour moteur à combustion interne, comprenant au moins une roue motrice (3), au moins une roue entraînée (5, 6), une transmission à variation continue (4), et au moins un composant d'entraînement du système de traction (2) relié, ou pouvant être relié, à l'une des roues, caractérisé en ce qu'au moins un composant d'entraînement du système de traction (2) peut être commandé ou réglé de manière appropriée afin d'imprimer une irrégularité à l'entraînement du système de traction (1).
PCT/EP2005/006912 2004-07-31 2005-06-28 Entrainement d'un systeme de traction WO2006012955A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004037262.4 2004-07-31
DE200410037262 DE102004037262A1 (de) 2004-07-31 2004-07-31 Zugmitteltrieb

Publications (1)

Publication Number Publication Date
WO2006012955A1 true WO2006012955A1 (fr) 2006-02-09

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Application Number Title Priority Date Filing Date
PCT/EP2005/006912 WO2006012955A1 (fr) 2004-07-31 2005-06-28 Entrainement d'un systeme de traction

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DE (1) DE102004037262A1 (fr)
WO (1) WO2006012955A1 (fr)

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US9341243B2 (en) 2012-03-29 2016-05-17 Litens Automotive Partnership Tensioner and endless drive arrangement
US9746227B2 (en) 2012-08-06 2017-08-29 Kriwan Industrie-Elektronik Gmbh Method for controlling a compressor of a refrigeration system, and refrigeration system
US11174921B2 (en) 2016-09-13 2021-11-16 Litens Automotive Partnership V tensioner and endless drive arrangement

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DE102008010638B4 (de) 2008-02-22 2022-01-27 Schaeffler Technologies AG & Co. KG Elektromechanisches Nockenwellenverstellsystem und Verfahren zur Verstellung einer Nockenwelle mittels eines solchen Nockenwellenverstellsystems
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DE102014213253B4 (de) * 2014-07-08 2017-12-28 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb eines Nockenwellenverstellers und Regelvorrichtung für einen Nockenwellenversteller
DE102020213704A1 (de) 2020-10-30 2022-05-05 Volkswagen Aktiengesellschaft Verfahren zur Steuerung und / oder Regelung einer verstellbaren Nockenwelle

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