WO2014109179A1 - 駆動装置 - Google Patents
駆動装置 Download PDFInfo
- Publication number
- WO2014109179A1 WO2014109179A1 PCT/JP2013/083615 JP2013083615W WO2014109179A1 WO 2014109179 A1 WO2014109179 A1 WO 2014109179A1 JP 2013083615 W JP2013083615 W JP 2013083615W WO 2014109179 A1 WO2014109179 A1 WO 2014109179A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- compression ratio
- teeth
- output shaft
- unit
- ratcheting
- Prior art date
Links
Images
Classifications
-
- 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
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
- F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital 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
- F16H49/00—Other gearings
- F16H49/001—Wave gearings, e.g. harmonic drive transmissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
-
- 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
- F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
-
- 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
- F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
- F16H2057/012—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance of gearings
-
- 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
- F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
- F16H2057/016—Monitoring of overload conditions
-
- 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
- F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
- F16H2057/018—Detection of mechanical transmission failures
Definitions
- the present invention relates to a drive device having a wave gear type speed reducer.
- the reduction gear includes a rigid rigid gear having inner teeth formed on the inner periphery, a wave generator coaxially disposed inside the rigid gear, and a coaxial between the wave generator and the rigid gear.
- a flexible gear that is elastically deformed into an elliptical shape by the wave generator and has external teeth formed on the outer periphery that mesh with the internal teeth at two locations in the major axis direction of the elliptical shape, The rigid gear and the soft gear rotate relative to each other by the difference in the number of teeth between the internal teeth and the external teeth for one rotation of the wave generator.
- Such a wave gear type speed reducer is small and light, and a large reduction ratio can be obtained.
- the meshing position of the internal teeth and external teeth of the speed reducer There is a risk that so-called ratcheting occurs. Therefore, for example, in order to control the drive of a drive unit such as a motor, the rotation position of the input shaft connected to the drive unit is detected, so that even if the above ratcheting occurs, it can be detected. There is a problem that the detected value and the actual drive position (actual compression ratio) are different.
- the present invention has been made in view of such circumstances, and an object of the present invention is to provide a novel drive device that can accurately determine and detect the occurrence of ratcheting in a wave gear type reduction gear. Yes.
- the drive device is interposed between the drive unit and the driven unit driven by the drive unit, and rotates the input shaft connected to the drive unit to the driven unit. It is equipped with a reducer that decelerates and transmits to the connected output shaft.
- the reduction gear includes a rigid rigid gear having inner teeth formed on the inner periphery, a wave generator coaxially disposed inside the rigid gear, and a coaxial between the wave generator and the rigid gear.
- a flexible gear that is elastically deformed into an elliptical shape by the wave generator and has external teeth formed on the outer periphery that mesh with the inner teeth at two locations in the major axis direction of the elliptical shape.
- the gear is a wave gear type speed reducer in which the rigid gear and the soft gear rotate relatively by the difference in the number of teeth between the internal teeth and the external teeth.
- the present invention includes an input shaft rotation detection unit that detects the rotation position of the input shaft of the reduction gear, and an output shaft rotation detection unit that detects the rotation position of the output shaft of the reduction gear, and the input shaft rotation
- an input shaft rotation detection unit that detects the rotation position of the input shaft of the reduction gear
- an output shaft rotation detection unit that detects the rotation position of the output shaft of the reduction gear, and the input shaft rotation
- the present invention it is possible to accurately determine and detect the occurrence of ratcheting using the detection value of the input shaft rotation detection unit and the detection value of the output shaft rotation detection unit. Accordingly, it is possible to accurately cope with problems such as a decrease in controllability caused by the occurrence of ratcheting.
- the block diagram which shows simply the variable compression ratio mechanism as a to-be-driven part which concerns on one Example of this invention.
- the cross-sectional view which shows the connection structure of the control shaft and drive motor of a variable compression ratio mechanism.
- Explanatory drawing which shows the wave gear type reduction gear of the said Example.
- the flowchart which shows the flow of the control process including the ratcheting determination process of the said reduction gear.
- Explanatory drawing which shows three examples (A)-(C) of the detection accuracy of an output shaft rotation detection sensor.
- FIG. 1 shows a variable compression ratio mechanism 1 as a driven portion of a driving device. Since the variable compression ratio mechanism 1 is known as described in Japanese Patent Application Laid-Open No. 2011-169152, etc., only a brief description will be given here.
- the variable compression ratio mechanism 1 has an upper link 3 and a lower link 5 rotatably attached to a crank pin 4A of the crankshaft 4.
- the upper link 3 is rotatably attached at its upper end to the piston 2 that moves up and down in the cylinder of the cylinder block via the piston pin 2A.
- the lower link 5 is rotatably connected to the lower end of the upper link 3 via a link connecting pin 6, and the upper end of the control link 7 is connected to be rotatable via a control pin 8.
- connection mechanism 10 that connects the lower end portion of the control link 7 and the drive motor 15 includes a control shaft 11 and an auxiliary control shaft 12, and a connection link 13 that connects the both 11 and 12.
- the control shaft 11 extends in the cylinder row direction in parallel with the crankshaft 4 and is rotatably supported on the engine body side such as a cylinder block, and the control link 7 of each cylinder. And a plurality of control eccentric shaft portions 11D to which the lower end portion is rotatably attached.
- the control eccentric shaft portion 11D is provided at a position that is eccentric by a predetermined amount with respect to the first journal portion 11A. Further, the tip end of the first arm portion 11C extending in the radial direction from the first journal portion 11A and one end of the connecting link 13 are rotatably connected by the first connecting pin 11B.
- the auxiliary control shaft 12 has a second journal portion 12A rotatably supported by the housing 14 (see FIG. 2), and a second arm portion 12C extending in the radial direction from the second journal portion 12A.
- the tip of the second arm portion 12C and the other end of the connecting link 13 are rotatably connected by the second connecting pin 12B.
- a drive motor 15 as a drive unit is connected to the auxiliary control shaft 12 via a speed reducer 20 described later.
- the drive motor 15 is driven and controlled by a control unit 19 having a function of storing and executing various control processes.
- variable compression ratio mechanism 1 using such a multi-link type piston-crank mechanism, fuel efficiency and output can be improved by optimizing the engine compression ratio according to the engine operating state, and in addition, the piston and crank Compared with a single link mechanism in which the shaft is connected by a single link, the piston stroke characteristic itself can be optimized to a characteristic close to a single vibration, for example. Further, the piston stroke with respect to the crank throw can be made longer as compared with the single link mechanism, and the overall engine height can be shortened and the compression ratio can be increased. Further, by optimizing the inclination of the upper link 3, the thrust load acting on the piston 2 and the cylinder can be reduced and optimized, and the weight of the piston and the cylinder can be reduced.
- control link 7 since the control link 7 is connected to the lower link 5, the connecting mechanism 10 and the drive motor 15 connected to the control link 7 are obliquely below the crankshaft 4 having a relatively large space. It can be placed in the area and has good engine mountability.
- control link 7 may be connected to the upper link 3.
- the drive unit is not limited to the drive motor 15 and may be a hydraulic actuator using a hydraulic control valve, for example.
- a wave gear type speed reducer 20 is interposed between the motor rotating shaft 16 of the drive motor 15 and the auxiliary control shaft 12 of the coupling mechanism 10.
- the rotating shaft 16 of the drive motor 15 is integrated with the input shaft of the speed reducer 20, and the auxiliary control shaft 12 is integrated with the output shaft of the speed reducer 20.
- the reduction gear 20 is accommodated in the housing 14 together with the auxiliary control shaft 12, and a drive motor 15 is attached to the housing 14.
- the housing 14 is fixed to the oil pan side wall 17 laterally from the outside of the engine.
- the oil pan side wall 17 is formed with an appropriate slit 17A through which the connecting link 13 is inserted.
- the wave gear type speed reducer 20 includes a rigid gear 21 having inner teeth 22 formed on the inner periphery, and a wave generator coaxially disposed inside the rigid gear 21. 23, and is arranged coaxially between the wave generator 23 and the rigid gear 21, elastically deformed into an elliptical shape by the wave generator 23, and the internal teeth 22 at two locations 26 in the major axis direction of the elliptical shape.
- An external tooth 25 that meshes with the external gear 25 is generally constituted by a soft gear 24 formed on the outer periphery.
- the wave generator 23 has an elliptical shape, and is fixed to the rotating shaft 16 of the drive motor 15 at the center thereof, and rotates integrally with the rotating shaft 16.
- the soft gear 24 is formed of a flexible metal material that can be bent and deformed in the radial direction according to the elliptical shape of the wave generator 23.
- a ball bearing (not shown) is provided on the inner peripheral side of the soft gear 24 and is rotatable relative to the wave generator 23.
- a difference in the number of teeth is given to the inner teeth 22 and the outer teeth 25, and when the wave generator 23 makes one rotation, the rigid gear 21 and the soft gear 24 are relative to each other by the difference in the number of teeth. It is designed to rotate.
- a ring-type configuration using an auxiliary rigid gear 27 is adopted so as to extract the output from the rigid gear 21.
- the auxiliary rigid gear 27 is disposed adjacent to the rigid gear 21 in the axial direction, and is fixed to the housing 14. Internal teeth are also formed inside the auxiliary rigid gear 27, and the internal teeth are set to the same number of teeth as the external teeth 25 of the soft gear 24. That is, the auxiliary rigid gear 27 functions as a kind of gear coupling, and when the wave generator 23 rotates once, the rigid gear 21 rotates by the difference in the number of teeth.
- the structure of the speed reducer 20 is not limited to that of the above-described embodiment, and may be a cup-type configuration in which the rigid gear 21 is fixed to the housing 14 and the output is extracted from the cup-shaped soft gear 24.
- Such a wave gear reducer 20 has a small reduction in the number of parts and is small and light, but can provide a very large reduction ratio and does not require backlash. Therefore, the meshing efficiency is high, and controllability and reliability are improved. Are better.
- the meshing position between the internal teeth 22 and the external teeth 25 of the speed reducer 20 is shifted. There is a possibility that a so-called ratcheting phenomenon may occur. Therefore, for example, in order to control the drive motor 15, the above-described ratcheting occurs when only the rotational position of the rotation shaft 16 (input shaft of the speed reducer) of the drive motor 15 is detected. However, this could not be detected, and there was a problem that the detected value and the actual compression ratio corresponding to the actual rotational position shifted.
- the actual compression ratio deviates from the detected value, the following problems occur. For example, when the actual compression ratio deviates to a lower compression ratio side than the detected value, there is a risk that problems such as deterioration of fuel consumption / output, deterioration of exhaust component durability due to increased exhaust temperature, deterioration of catalyst, etc. may occur. Further, when the actual compression ratio is shifted to a higher compression ratio side than the detected value, the intake valve / exhaust valve and the piston may be too close or cause knocking.
- the rotational position of the control shaft 11 is set to the maximum compression ratio or the minimum compression before the sensor detection value reaches the target compression ratio.
- the ratio stopper position may be reached, and control error may occur due to failure to control the target compression ratio.
- the occurrence of ratcheting is accurately determined and detected, and the above-described problems are solved.
- the rotation position of the input shaft rotation detection sensor 31 that detects the rotation position of the motor rotation shaft 16 that is the input shaft of the reduction gear 20 and the rotation position of the second control shaft 11 that is the output shaft of the reduction gear 20 are detected.
- An output shaft rotation detection sensor 32 and based on the detection values of the sensors 31, 32, the occurrence of ratcheting is determined and detected.
- FIG. 4 is a flowchart showing a flow of control including such ratcheting determination processing.
- This routine is stored by the control unit 19 and is repeatedly executed every predetermined period (for example, every 10 ms).
- step S11 the first detection value ⁇ 1 corresponding to the actual compression ratio detected by the input shaft rotation detection sensor 31 is read.
- the second detection value ⁇ 2 corresponding to the actual compression ratio detected by the output shaft rotation detection sensor 32 is read.
- step S13 a deviation amount ⁇ , which is an absolute value
- step S14 it is determined whether or not the deviation ⁇ is equal to or greater than a first predetermined value G1 corresponding to a shift of one tooth of the meshing position between the inner tooth 22 and the outer tooth 25. If the deviation amount ⁇ is greater than or equal to the first predetermined value G1, the process proceeds to step S15. If the deviation amount ⁇ is less than the first predetermined value G1, it is determined that ratcheting has not occurred, and this routine is terminated.
- step S15 it is determined whether or not it is a high detection accuracy region in which a shift of one tooth of the meshing position can be detected. This determination is performed using, for example, the first detection value ⁇ 1 and the second detection value ⁇ 2. If it is the high detection accuracy region, step S16 is skipped and the process proceeds to step S17, where it is determined and detected that ratcheting has occurred.
- the process proceeds to step S16, where the deviation amount ⁇ is a second predetermined value G2 corresponding to a shift of a plurality of teeth (for example, two teeth) of the meshing position of the internal teeth 22 and the external teeth 25. It is determined whether it is above.
- the second predetermined value G2 is set to a value larger than the first predetermined value G1. If the deviation amount ⁇ is greater than or equal to the second predetermined value G2, the process proceeds to step S17 and it is determined that ratcheting has occurred. On the other hand, if the deviation amount ⁇ is less than the second predetermined value G2, it is determined that ratcheting has not occurred, and this routine is terminated.
- step S17 When it is determined that ratcheting has occurred, the process proceeds from step S17 to step S18, and a detection value ⁇ h indicating a value on the high compression ratio side among the first detection value ⁇ and the second detection value ⁇ 2 is set.
- the detection value used for drive control of the drive motor 15 is selected.
- the control unit 19 sets a target compression ratio based on the selected detection value ⁇ h, and controls the drive motor 15.
- steps S18A to S18C may be performed.
- one preset detection value in this example, the second detection value ⁇ 2 on the output shaft side with high control accuracy
- step S18A is the first detected value ⁇ 1 on the input shaft side not used for control relatively higher than the second detected value ⁇ 2 on the output shaft side used for control? Determine whether or not.
- step S18B is skipped and the process proceeds to step S18C described later.
- step S18B When the first detection value ⁇ 1 is a value on the higher compression ratio side than the second detection value ⁇ 2, the process proceeds to step S18B, and the first detection value ⁇ 1 that is not used for control (more specifically, the difference ⁇ between the two). Based on the above, the second detection value ⁇ 2 used for control is corrected in the low compression ratio direction, and the process proceeds to step S18C.
- step S18C compression ratio control is performed based on the second detection value ⁇ 2 on the output shaft side with high control accuracy. That is, the control unit 19 sets the target compression ratio based on the second detection value ⁇ 2, and controls the drive motor 15.
- step S19 the engine operating conditions such as the engine speed and the required load, or the target compression ratio setting is corrected and changed in a direction in which the load on the reduction gear 20 is reduced.
- step S20 it is determined whether or not the ratcheting direction, that is, the shifting direction of the meshing position is on the high compression ratio side.
- the variable valve mechanism 18 includes a valve timing mechanism (VTC) for continuously changing the opening and closing timings of the intake / exhaust valves at the same time, and the operating angle and valve lift amount of the intake / exhaust valves at the same time.
- VTC valve timing mechanism
- VEL lift / operating angle variable mechanism
- step S22 it is determined whether or not the deviation amount ⁇ is equal to or greater than a third predetermined value G3. If the deviation amount ⁇ is less than the third predetermined value G3, this routine is terminated. If the deviation amount ⁇ is greater than or equal to the third predetermined value G3, the process proceeds to step S23, and the engine speed is limited to a predetermined speed or less.
- step S20 If it is determined in step S20 that the ratcheting direction is not on the high compression ratio side, that is, on the low compression ratio side, the process proceeds to step S24, and whether the deviation amount ⁇ is equal to or less than the fourth predetermined value G4. Determine whether or not.
- the fourth predetermined value G4 the same value as the third predetermined value G3 may be used for simplification, or may be set to a different value depending on the fit. If the deviation amount ⁇ is less than the fourth predetermined value G4, this routine is terminated. If the deviation amount ⁇ is equal to or greater than the fourth predetermined value G4, the process proceeds to step S25, and the target compression ratio is corrected to the lower side.
- a reduction gear 20 is interposed between a drive motor 15 as a drive unit and a variable compression ratio mechanism 1 as a driven portion driven by the drive motor 15, and the drive motor is driven by the reduction gear 20.
- the 15 rotation shafts (reduction gear input shaft) are decelerated and transmitted to the second control shaft 11 (reduction gear output shaft) on the variable compression ratio mechanism 1 side.
- the reduction gear 20 includes a rigid gear 21, a soft gear 24, and a wave generator 23 that are arranged on the same axis, and with respect to one rotation of the wave generator 23, the internal teeth 22 of the rigid gear 21 and the external gear 24.
- This is a so-called wave gear type speed reducer in which the rigid gear 21 and the flexible gear 24 rotate relative to each other by the difference in the number of teeth 25.
- the input shaft rotation detection sensor 31 as an input shaft rotation detection unit that detects the rotational position of the input shaft (motor rotation shaft 16) of the speed reducer 20 and the output shaft (auxiliary control 12) of the speed reducer 20
- An output shaft rotation detection sensor 32 as an output shaft rotation detection unit that detects the rotation position of the inner teeth 22 and the outer teeth 25 when the deviation amount ⁇ of the detected values is equal to or greater than a predetermined value. Judgment / detection of ratcheting that is out of position.
- the output shaft rotation detection sensor 32 can detect a predetermined number of teeth of the meshing position between the internal teeth 22 and the external teeth 25 of the speed reducer 20, for example, a shift of one tooth in a predetermined high detection accuracy region. Those with accuracy are used. For example, when the number of teeth is 320 and the reduction ratio is 160, an absolute angle sensor capable of detecting a shift of about 1 degree corresponding to a shift of one tooth in a predetermined high detection accuracy region is used.
- the detected value deviation amount ⁇ is equal to or greater than a first predetermined value G1 corresponding to a deviation of one or more teeth between the internal teeth and the external teeth. If it is, it can be determined that ratcheting has occurred (steps S14, S15, S17). Even in the case of ratcheting for one tooth, if the meshing state is improperly engaged, the friction of the speed reducer 20 increases and the variable response of the compression ratio deteriorates. For example, knocking occurs when acceleration is performed in a high compression ratio state. Although there is a possibility, the occurrence of such knocking can be suppressed or avoided by making it possible to detect a shift of one tooth as described above.
- the detected value deviation amount ⁇ is more than a predetermined number of teeth, for example, a second predetermined value G2 or more corresponding to a deviation of a plurality of teeth or more.
- a predetermined number of teeth for example, a second predetermined value G2 or more corresponding to a deviation of a plurality of teeth or more.
- step S19 the load torque of the speed reducer 20 is reduced.
- variable compression ratio mechanism 1 is illustrated as the driven part.
- Such a variable compression ratio mechanism 1 uses a wave gear type speed reducer 20 that can obtain a large speed reduction ratio because a combustion load or an inertial load repeatedly acts on the drive motor 15 that is the drive unit at every combustion interval. Is extremely effective.
- the drive motor 15 is controlled by the control unit 19. That is, the control unit 19 sets a target compression ratio based on engine operating conditions such as engine speed and required load, and drives and controls the drive motor 15 based on the target compression ratio.
- FIG. 5 shows the detection accuracy (minimum detectable angle) of the output shaft rotation detection sensor 32, and the lower the value, the higher the detection accuracy.
- the example of the sensor shown in FIG. 5A has an accuracy capable of detecting a shift between the internal teeth and the external teeth of the speed reducer only in a predetermined intermediate compression ratio region ⁇ 1.
- a high detection accuracy region capable of detecting the shift of one tooth is set to the intermediate compression ratio ⁇ 1, and in this region ⁇ 1, the accuracy that can be detected to a value lower than the first predetermined value G1 corresponding to the shift of one tooth.
- ratcheting corresponding to the shift of one tooth can be reliably detected under the condition of the intermediate compression ratio at which the maximum load torque acts.
- the sensor has an accuracy capable of detecting the shift of one tooth only in the low compression ratio region ⁇ 1 including the lowest compression ratio.
- this low compression ratio region ⁇ 1 there is a risk that the drive motor 15 may collide with the stopper at a high rotational speed with the assistance of the in-cylinder pressure, so that ratcheting corresponding to one tooth shift can be detected.
- the above-mentioned collision can be suppressed or avoided.
- the sensor has an accuracy capable of detecting the shift of one tooth only in the high compression ratio region ⁇ 1 including the highest compression ratio.
- the reduction gear load torque increases, so that ratcheting corresponding to one tooth shift can be detected. By doing so, it is possible to suppress and avoid such an increase in the reduction gear load torque.
- the target compression ratio is corrected to the lower side (steps S17, S24, S25). ). Accordingly, when the first detection value ⁇ 1 on the input shaft side is smaller than the second detection value ⁇ 2 on the output shaft side, there is a possibility that the actual compression ratio is abnormally increased due to ratcheting. By lowering, it is possible to avoid excessive approach between the valve and the piston. Further, when the first detection value ⁇ 1 on the input shaft side is larger than the second detection value ⁇ 2 on the output shaft side, there is a possibility that the actual compression ratio may be abnormally decreased due to ratcheting, so the target compression ratio is decreased. By doing so, the load torque acting on the speed reducer 20 can be reduced, and the occurrence of further ratcheting can be suppressed and avoided.
- the target compression ratio is determined based on the detection value ⁇ h indicating a relatively high compression ratio among the first detection value ⁇ 1 on the input shaft side and the second detection value ⁇ 2 on the output shaft side. Is set (step S18). As described above, when there is a difference between the two detection values, it is not possible to determine which detection value is. Therefore, by setting the target compression ratio using the detection value ⁇ h on the high compression ratio side, excessively high The compression ratio can be reliably suppressed, and the valve and the piston can be suppressed and avoided from being too close.
- the drive motor 15 may be driven and controlled using one of the two detection values.
- control is performed using the second detection value ⁇ 2 on the output shaft side with high accuracy.
- the other first detection value ⁇ 1 that is not used for the control shows a higher compression ratio than the second detection value ⁇ 2
- the first detection value ⁇ 1 that is used for the control according to the deviation amount ⁇ of the two detection values. 2
- the detected value ⁇ 2 is corrected in the low compression ratio direction (steps S18A, S18B).
- the second detection value ⁇ 2 used for motor control indicates a value on the lower compression ratio side than the other first detection value ⁇ 1 not used for control. Furthermore, assuming that the first detection value ⁇ 1 indicating the value of the high compression ratio on the safe side is correct, the second detection value ⁇ 2 used for motor control is corrected to the low compression ratio side according to the difference ⁇ between the two. To do. This makes it possible to continue using the high-accuracy output shaft rotation detection sensor 32 as a sensor used for motor control while avoiding excessive approach between the valve and the piston due to an excessively high compression ratio. Can maintain a good compression ratio control.
- Step S21 the target value of the operating characteristic of the variable valve mechanism 18 is corrected so that the closest approach distance between the piston and the intake valve or the exhaust valve increases.
- the engine speed is limited to a predetermined value or less (steps S20, S22, S23). In this way, by limiting the engine rotation speed, fluctuations in the high compression ratio direction can be suppressed by the inertial force, and an excessive increase in the compression ratio can be reliably suppressed.
- an output shaft rotation detection sensor 32 as an output shaft rotation detection unit is disposed on the control shaft 11 side, and an input shaft rotation detection sensor 31 as an input shaft rotation detection unit is connected to the auxiliary control shaft 12. It is good also as a structure arrange
- the high detection accuracy region can be set to an arbitrary compression ratio region, as shown in FIGS. 5A to 5C, by the compression ratio-reduction ratio characteristics of the connection mechanism 10 such as the connection link 13. It becomes.
- the high detection accuracy area where the detection accuracy of the sensor itself is high to the compression ratio area where ratcheting is to be detected, and use the area where the detection accuracy is relatively lowered in other compression ratio areas It becomes.
- the present invention has been described based on specific examples. However, the present invention is not limited to the above-described examples, and includes various modifications and changes. For example, in the above embodiment, the case where the variable compression ratio mechanism is used as the driven part has been described. However, the present invention can also be applied to a drive device using another driven part such as a variable valve mechanism. It is.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Retarders (AREA)
- Control Of Electric Motors In General (AREA)
- Gear Transmission (AREA)
- Hydraulic Motors (AREA)
Abstract
Description
図2及び図3を参照して、駆動モータ15のモータ回転軸16と連結機構10の補助制御軸12との間には、波動歯車式の減速機20が介装されている。なお、この実施例では、駆動モータ15の回転軸16が減速機20の入力軸と一体化されており、補助制御軸12が減速機20の出力軸と一体化されているが、これらを別個の軸として構成しても良い。
また、図示していないが、出力軸回転検出部としての出力軸回転検出センサ32を制御軸11側に配置し、入力軸回転検出部としての入力軸回転検出センサ31を、補助制御軸12から駆動モータ15の間に配置する構成としても良い。
Claims (18)
- 駆動部と、この駆動部により駆動される被駆動部と、の間に介装されて、上記駆動部に接続する入力軸の回転を、上記被駆動部に接続する出力軸へ減速して伝達する減速機を備えた駆動装置において、
上記減速機は、
内周に内歯が形成された剛体の剛歯車と、
この剛歯車の内側に同軸上に配置された波動発生器と、
この波動発生器と剛歯車との間に同軸上に配置され、上記波動発生器によって楕円形状に弾性変形して、この楕円形状の長軸方向の二箇所で上記内歯に噛み合う外歯が外周に形成された柔歯車と、を備え、
上記波動発生器が1回転すると、上記内歯と外歯の歯数差の分だけ剛歯車と柔歯車とが相対的に回転する波動歯車式の減速機であり、
かつ、上記減速機の入力軸の回転位置を検出する入力軸回転検出部と、
上記減速機の出力軸の回転位置を検出する出力軸回転検出部と、
上記入力軸回転検出部の検出値と上記出力軸回転検出部の検出値との乖離量が所定値以上の場合に、上記内歯と外歯との噛み合い位置がずれるラチェッティングが発生したと判定する判定手段と、を有する駆動装置。 - 上記出力軸角度検出部は、少なくとも所定の高検出精度領域では、上記減速機の内歯と外歯との所定歯数のずれを検出可能な精度を備える請求項1に記載の駆動装置。
- 上記判定手段は、上記高検出精度領域では、上記検出値の乖離量が、上記減速機の内歯と外歯の上記所定歯数のずれに相当する第1所定値以上である場合に、上記ラチェッティングが発生していると判定する請求項2に記載の駆動装置。
- 上記判定手段は、上記高検出精度領域以外の領域では、上記検出値の乖離量が、上記減速機の内歯と外歯の上記所定歯数より多いずれに相当する第2所定値以上である場合に、上記ラチェッティングが発生していると判定する請求項2又は3に記載の駆動装置。
- 上記ラチェッティングの発生時に、上記減速機の負荷を低減する減速機負荷低減手段を有する請求項1~4のいずれかに記載の駆動装置。
- 上記被駆動部が、上記駆動部により駆動される制御軸の回転位置に応じて内燃機関の機関圧縮比を変化させる可変圧縮比機構であり、
かつ、機関運転条件に基づいて目標圧縮比を設定するとともに、この目標圧縮比に基づいて上記駆動部を駆動制御する制御部を有する請求項1~5のいずれかに記載の駆動装置。 - 上記出力軸角度検出部は、所定の中間圧縮比の領域でのみ、上記減速機の内歯と外歯の所定歯数のずれを検出可能な精度を備える請求項6に記載の駆動装置。
- 上記出力軸角度検出部は、最低圧縮比を含む低圧縮比の領域でのみ、上記減速機の内歯と外歯の所定歯数のずれを検出可能な精度を備える請求項6に記載の駆動装置。
- 上記出力軸角度検出部は、最高圧縮比を含む高圧縮比の領域でのみ、上記減速機の内歯と外歯の所定歯数のずれを検出可能な精度を備える請求項6に記載の駆動装置。
- 上記出力軸角度検出部は、所定の中間圧縮比の領域と、最低圧縮比を含む低圧縮比の領域と、最高圧縮比を含む高圧縮比の領域と、のうちの2つ以上の領域で、上記減速機の内歯と外歯の所定歯数のずれを検出可能な精度を備える請求項6に記載の駆動装置。
- 上記制御部は、上記ラチェッティングの発生時に、上記目標圧縮比を低下側に補正する請求項6~10のいずれかに記載の駆動装置。
- 上記制御部は、上記ラチェッティングの発生時に、相対的に高圧縮比を示す検出値に基づいて、上記目標圧縮比を設定する請求項6~11のいずれかに記載の駆動装置。
- 上記制御部は、上記ラチェッティングの発生時に、上記入力軸回転検出部と出力軸回転検出部のうち、一方の検出値を用いて上記駆動部を駆動制御するとともに、他方の検出値が上記一方の検出値よりも相対的に高圧縮比を示す場合、両検出値のずれ量に応じて、上記一方の検出値を低圧縮比方向に補正する請求項6~11のいずれかに記載の駆動装置。
- 内燃機関の吸気弁もしくは排気弁の作動特性を変更可能な可変動弁機構を備え、
上記制御部は、高圧縮比側にずれるラチェッティングの発生時に、ピストンと吸気弁もしくは排気弁との最接近距離が大きくなるように、上記可変動弁機構の作動特性の目標値を補正する請求項6~13のいずれかに記載の駆動装置。 - 上記制御部は、高圧縮比側にずれるラチェッティングの発生時であって、かつ、上記乖離量が第3所定値以上の場合、エンジン回転速度を所定回転速度以下に制限する請求項6~14のいずれかに記載の駆動装置。
- 上記制御軸と減速機の入力軸との間に補助制御軸が介装されるとともに、この補助制御軸と制御軸とが連結リンクを介して連結されており、
上記出力軸回転検出部が上記制御軸側に配置されるとともに、
上記入力軸回転検出部が、上記補助制御軸から駆動部の間に配置される請求項6~15のいずれかに記載の駆動装置。 - 上記所定歯数は1歯である請求項2~4、7~10のいずれかに記載の駆動装置。
- 駆動部と、この駆動部により駆動される被駆動部と、の間に介装されて、上記駆動部に接続する入力軸の回転を、上記被駆動部に接続する出力軸へ減速して伝達する減速機を備えた駆動方法において、
上記減速機は、
内周に内歯が形成された剛体の剛歯車と、
この剛歯車の内側に同軸上に配置された波動発生器と、
この波動発生器と剛歯車との間に同軸上に配置され、上記波動発生器によって楕円形状に弾性変形して、この楕円形状の長軸方向の二箇所で上記内歯に噛み合う外歯が外周に形成された柔歯車と、を備え、
上記波動発生器が1回転すると、上記内歯と外歯の歯数差の分だけ剛歯車と柔歯車とが相対的に回転する波動歯車式の減速機であり、
かつ、上記減速機の入力軸の回転位置を検出する入力軸回転検出部と、
上記減速機の出力軸の回転位置を検出する出力軸回転検出部と、を有し、
上記入力軸回転検出部の検出値と上記出力軸回転検出部の検出値との乖離量が所定値以上の場合に、上記内歯と外歯との噛み合い位置がずれるラチェッティングが発生したと判定する駆動方法。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13870548.8A EP2944846B1 (en) | 2013-01-09 | 2013-12-16 | Drive device |
BR112015016574-5A BR112015016574B1 (pt) | 2013-01-09 | 2013-12-16 | Aparelho e método de acionamento |
US14/443,853 US9476354B2 (en) | 2013-01-09 | 2013-12-16 | Drive apparatus constructed to detect ratcheting in wave motion gearing speed reducer |
JP2014556349A JP5884924B2 (ja) | 2013-01-09 | 2013-12-16 | 駆動装置 |
MX2015008651A MX348597B (es) | 2013-01-09 | 2013-12-16 | Dispositivo de accionamiento. |
CN201380069996.5A CN104919210B (zh) | 2013-01-09 | 2013-12-16 | 驱动装置 |
RU2015132963/11A RU2585699C1 (ru) | 2013-01-09 | 2013-12-16 | Приводное устройство |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013001475 | 2013-01-09 | ||
JP2013-001475 | 2013-01-09 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014109179A1 true WO2014109179A1 (ja) | 2014-07-17 |
Family
ID=51166839
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/083615 WO2014109179A1 (ja) | 2013-01-09 | 2013-12-16 | 駆動装置 |
Country Status (8)
Country | Link |
---|---|
US (1) | US9476354B2 (ja) |
EP (1) | EP2944846B1 (ja) |
JP (1) | JP5884924B2 (ja) |
CN (1) | CN104919210B (ja) |
BR (1) | BR112015016574B1 (ja) |
MX (1) | MX348597B (ja) |
RU (1) | RU2585699C1 (ja) |
WO (1) | WO2014109179A1 (ja) |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150219009A1 (en) * | 2014-02-04 | 2015-08-06 | Hitachi Automotive Systems, Ltd. | Actuator of variable compression ratio mechanism and actuator of link mechanism |
WO2016043174A1 (ja) * | 2014-09-17 | 2016-03-24 | 日立オートモティブシステムズ株式会社 | 可変圧縮制御システム |
JP2016089715A (ja) * | 2014-11-05 | 2016-05-23 | 日立オートモティブシステムズ株式会社 | 内燃機関の制御装置及びその制御方法 |
WO2016096062A1 (de) * | 2014-12-17 | 2016-06-23 | Audi Ag | Mehrgelenkskurbeltrieb für eine brennkraftmaschine mit einem exzenterwellen-stellantrieb umfassend ein getriebe mit asymmetrischem getriebewirkungsgrad |
WO2016194511A1 (ja) * | 2015-06-02 | 2016-12-08 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
WO2016194510A1 (ja) * | 2015-06-02 | 2016-12-08 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
EP3324024A4 (en) * | 2015-07-15 | 2018-12-05 | Nissan Motor Co., Ltd. | Variable compression ratio internal combustion engine |
CN109296455A (zh) * | 2018-11-03 | 2019-02-01 | 肖光宇 | 一种活塞往复坦克发动机 |
EP3321540A4 (en) * | 2015-07-07 | 2019-03-13 | Harmonic Drive Systems Inc. | ROTATION TRANSMISSION MECHANISM EQUIPPED WITH AN UNDULATORY MOVEMENT GEAR DEVICE |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6384020B2 (ja) * | 2015-01-26 | 2018-09-05 | 日立オートモティブシステムズ株式会社 | 内燃機関用リンク機構のアクチュエータ |
CN107709732B (zh) * | 2015-06-25 | 2019-07-23 | 日产自动车株式会社 | 可变压缩比内燃机及其学习方法 |
JP2018054563A (ja) * | 2016-09-30 | 2018-04-05 | セイコーエプソン株式会社 | 力検出装置、駆動ユニットおよびロボット |
JP6759120B2 (ja) * | 2017-02-07 | 2020-09-23 | 日立オートモティブシステムズ株式会社 | 波動歯車減速機の製造方法 |
DE102018100905B3 (de) | 2018-01-17 | 2019-01-31 | Schaeffler Technologies AG & Co. KG | Verfahren zur Überwachung eines Hubkolbenmotors mit variablem Verdichtungsverhältnis |
DE102018107067A1 (de) * | 2018-03-26 | 2019-05-16 | Schaeffler Technologies AG & Co. KG | Wellgetriebe |
CN110513191B (zh) * | 2019-08-20 | 2021-11-23 | 长城汽车股份有限公司 | 可变压缩比机构驱动结构 |
CN112502828B (zh) * | 2020-02-24 | 2022-01-28 | 长城汽车股份有限公司 | 可变压缩比驱动结构 |
CN114176788B (zh) * | 2022-02-17 | 2022-04-19 | 极限人工智能有限公司 | 微创手术机器人及连接控制方法 |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01143448U (ja) * | 1988-03-28 | 1989-10-02 | ||
JP2007154955A (ja) * | 2005-12-02 | 2007-06-21 | Toyota Motor Corp | 直動アクチュエータ |
JP2007203799A (ja) * | 2006-01-31 | 2007-08-16 | Jtekt Corp | 伝達比可変装置 |
JP2011169152A (ja) | 2010-02-16 | 2011-09-01 | Nissan Motor Co Ltd | 内燃機関の可変圧縮比装置 |
JP2012122509A (ja) * | 2010-12-06 | 2012-06-28 | Ihi Corp | 波動歯車減速機の角度伝達誤差補正方法及び装置 |
JP2012251446A (ja) * | 2011-06-01 | 2012-12-20 | Nissan Motor Co Ltd | 内燃機関の故障診断装置 |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5417186A (en) * | 1993-06-28 | 1995-05-23 | Clemson University | Dual-acting apparatus for variable valve timing and the like |
JPH1058374A (ja) * | 1996-08-23 | 1998-03-03 | Shibaura Eng Works Co Ltd | 産業用ロボット |
RU2136986C1 (ru) * | 1998-02-16 | 1999-09-10 | Акционерное общество открытого типа Ракетно-космическая корпорация "Энергия" им. С.П.Королева | Волновая зубчатая передача |
RU2280798C2 (ru) * | 2004-02-04 | 2006-07-27 | Открытое акционерное общество "Ракетно-космическая корпорация "Энергия" им. С.П. Королева" | Волновой привод |
JP4600074B2 (ja) * | 2005-02-15 | 2010-12-15 | 日産自動車株式会社 | 内燃機関の可変圧縮比装置 |
JP4240010B2 (ja) * | 2005-06-16 | 2009-03-18 | トヨタ自動車株式会社 | 車両用スタビライザシステム |
JP4809031B2 (ja) * | 2005-09-30 | 2011-11-02 | 京セラミタ株式会社 | 弾性体減速装置を有する回転駆動装置 |
JP4727518B2 (ja) | 2006-07-12 | 2011-07-20 | 日立オートモティブシステムズ株式会社 | 内燃機関の制御装置 |
JP4931725B2 (ja) * | 2007-07-27 | 2012-05-16 | 株式会社ハーモニック・ドライブ・システムズ | 波動歯車装置 |
RU2377455C1 (ru) * | 2008-06-02 | 2009-12-27 | Открытое акционерное общество "Ракетно-космическая корпорация "Энергия" имени С.П. Королева" | Волновой привод |
RU2391583C2 (ru) * | 2008-08-22 | 2010-06-10 | Открытое акционерное общество "Ракетно-космическая корпорация "Энергия" имени С.П. Королева" | Привод |
JP2010151088A (ja) * | 2008-12-26 | 2010-07-08 | Nissan Motor Co Ltd | 内燃機関の可変圧縮比装置 |
WO2014098008A1 (ja) * | 2012-12-22 | 2014-06-26 | 株式会社Schaft | 回転駆動装置 |
-
2013
- 2013-12-16 RU RU2015132963/11A patent/RU2585699C1/ru active
- 2013-12-16 CN CN201380069996.5A patent/CN104919210B/zh not_active Expired - Fee Related
- 2013-12-16 WO PCT/JP2013/083615 patent/WO2014109179A1/ja active Application Filing
- 2013-12-16 US US14/443,853 patent/US9476354B2/en active Active
- 2013-12-16 EP EP13870548.8A patent/EP2944846B1/en not_active Not-in-force
- 2013-12-16 MX MX2015008651A patent/MX348597B/es active IP Right Grant
- 2013-12-16 BR BR112015016574-5A patent/BR112015016574B1/pt not_active IP Right Cessation
- 2013-12-16 JP JP2014556349A patent/JP5884924B2/ja not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01143448U (ja) * | 1988-03-28 | 1989-10-02 | ||
JP2007154955A (ja) * | 2005-12-02 | 2007-06-21 | Toyota Motor Corp | 直動アクチュエータ |
JP2007203799A (ja) * | 2006-01-31 | 2007-08-16 | Jtekt Corp | 伝達比可変装置 |
JP2011169152A (ja) | 2010-02-16 | 2011-09-01 | Nissan Motor Co Ltd | 内燃機関の可変圧縮比装置 |
JP2012122509A (ja) * | 2010-12-06 | 2012-06-28 | Ihi Corp | 波動歯車減速機の角度伝達誤差補正方法及び装置 |
JP2012251446A (ja) * | 2011-06-01 | 2012-12-20 | Nissan Motor Co Ltd | 内燃機関の故障診断装置 |
Cited By (25)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150219009A1 (en) * | 2014-02-04 | 2015-08-06 | Hitachi Automotive Systems, Ltd. | Actuator of variable compression ratio mechanism and actuator of link mechanism |
US10883421B2 (en) | 2014-02-04 | 2021-01-05 | Hitachi Automotive Systems, Ltd. | Actuator of variable compression ratio mechanism and actuator of link mechanism |
US9797307B2 (en) * | 2014-02-04 | 2017-10-24 | Hitachi Automotive Systems, Ltd. | Actuator of variable compression ratio mechanism and actuator of link mechanism |
WO2016043174A1 (ja) * | 2014-09-17 | 2016-03-24 | 日立オートモティブシステムズ株式会社 | 可変圧縮制御システム |
JP2016061186A (ja) * | 2014-09-17 | 2016-04-25 | 日立オートモティブシステムズ株式会社 | 可変圧縮制御システム |
JP2016089715A (ja) * | 2014-11-05 | 2016-05-23 | 日立オートモティブシステムズ株式会社 | 内燃機関の制御装置及びその制御方法 |
EP3216998A4 (en) * | 2014-11-05 | 2018-12-05 | Hitachi Automotive Systems, Ltd. | Method for controlling and device for controlling internal combustion engine |
WO2016096062A1 (de) * | 2014-12-17 | 2016-06-23 | Audi Ag | Mehrgelenkskurbeltrieb für eine brennkraftmaschine mit einem exzenterwellen-stellantrieb umfassend ein getriebe mit asymmetrischem getriebewirkungsgrad |
CN107614851A (zh) * | 2015-06-02 | 2018-01-19 | 日产自动车株式会社 | 内燃机的可变压缩比机构 |
US10400667B2 (en) | 2015-06-02 | 2019-09-03 | Nissan Motor Co., Ltd. | Variable compression ratio mechanism for internal combustion engine |
KR20180002817A (ko) | 2015-06-02 | 2018-01-08 | 닛산 지도우샤 가부시키가이샤 | 내연 기관의 가변 압축비 기구 |
KR20180002816A (ko) | 2015-06-02 | 2018-01-08 | 닛산 지도우샤 가부시키가이샤 | 내연 기관의 가변 압축비 기구 |
JPWO2016194510A1 (ja) * | 2015-06-02 | 2017-11-24 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
RU2664906C1 (ru) * | 2015-06-02 | 2018-08-23 | Ниссан Мотор Ко., Лтд. | Механизм регулирования степени сжатия для двигателя внутреннего сгорания |
RU2673026C1 (ru) * | 2015-06-02 | 2018-11-21 | Ниссан Мотор Ко., Лтд. | Механизм переменной степени сжатия для двигателя внутреннего сгорания |
WO2016194510A1 (ja) * | 2015-06-02 | 2016-12-08 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
JPWO2016194511A1 (ja) * | 2015-06-02 | 2017-11-24 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
WO2016194511A1 (ja) * | 2015-06-02 | 2016-12-08 | 日産自動車株式会社 | 内燃機関の可変圧縮比機構 |
US11002349B2 (en) * | 2015-07-07 | 2021-05-11 | Harmonic Drive Systems Inc. | Rotation transmission mechanism provided with strain wave gearing |
EP3321540A4 (en) * | 2015-07-07 | 2019-03-13 | Harmonic Drive Systems Inc. | ROTATION TRANSMISSION MECHANISM EQUIPPED WITH AN UNDULATORY MOVEMENT GEAR DEVICE |
US11391351B2 (en) | 2015-07-07 | 2022-07-19 | Harmonic Drive Systems Inc. | Rotation transmission mechanism provided with strain wave gearing |
US11441650B2 (en) | 2015-07-07 | 2022-09-13 | Harmonic Drive Systems Inc. | Rotation transmission mechanism provided with strain wave gearing |
EP3324024A4 (en) * | 2015-07-15 | 2018-12-05 | Nissan Motor Co., Ltd. | Variable compression ratio internal combustion engine |
CN109296455A (zh) * | 2018-11-03 | 2019-02-01 | 肖光宇 | 一种活塞往复坦克发动机 |
CN109296455B (zh) * | 2018-11-03 | 2022-08-30 | 肖光宇 | 一种活塞往复坦克发动机 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2014109179A1 (ja) | 2017-01-19 |
EP2944846A1 (en) | 2015-11-18 |
BR112015016574A8 (pt) | 2019-10-29 |
MX2015008651A (es) | 2015-10-12 |
EP2944846B1 (en) | 2019-05-15 |
MX348597B (es) | 2017-06-21 |
BR112015016574B1 (pt) | 2021-06-29 |
US9476354B2 (en) | 2016-10-25 |
CN104919210B (zh) | 2017-08-25 |
US20150292400A1 (en) | 2015-10-15 |
RU2585699C1 (ru) | 2016-06-10 |
CN104919210A (zh) | 2015-09-16 |
BR112015016574A2 (pt) | 2017-07-11 |
EP2944846A4 (en) | 2016-04-27 |
JP5884924B2 (ja) | 2016-03-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5884924B2 (ja) | 駆動装置 | |
JP5471560B2 (ja) | 内燃機関の可変圧縮比装置 | |
RU2598487C1 (ru) | Устройство управления двигателем внутреннего сгорания и способ управления | |
JP5136366B2 (ja) | 内燃機関の可変圧縮比機構の制御装置 | |
JP6365778B2 (ja) | 可変圧縮比内燃機関 | |
US20080289605A1 (en) | Actuator control apparatus | |
JP2010151088A (ja) | 内燃機関の可変圧縮比装置 | |
US9765706B2 (en) | Controller for internal combustion engine | |
US7513228B2 (en) | Internal combustion engine | |
EP2180153B1 (en) | Variable valve gear | |
JP6394222B2 (ja) | 弁開閉時期制御装置 | |
JP4200860B2 (ja) | 可変圧縮比機構付き内燃機関 | |
CN106536900B (zh) | 可变压缩比内燃机的控制装置 | |
JP2005248849A (ja) | 可変動弁システム | |
JP5288035B2 (ja) | 内燃機関の可変圧縮比機構の制御装置 | |
JP2016031036A (ja) | 内燃機関 | |
JP4007350B2 (ja) | 可変圧縮比機構の制御方法 | |
JP5189070B2 (ja) | アクチュエータ及びこのアクチュエータが適用される内燃機関の可変動弁装置 | |
JP2008215239A (ja) | 内燃機関の可変動弁装置 | |
JP2008095620A (ja) | 内燃機関の可変動弁装置 | |
JP2008095621A (ja) | 内燃機関の可変動弁装置 | |
JP2009097392A (ja) | 内燃機関の可変動弁装置 | |
JP2011052622A (ja) | 内燃機関の可変動弁装置 | |
JP2008232116A (ja) | 内燃機関の可変動弁装置 | |
JP2010174759A (ja) | 内燃機関の複リンク式可変圧縮比装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13870548 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2014556349 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14443853 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2013870548 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: MX/A/2015/008651 Country of ref document: MX |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112015016574 Country of ref document: BR |
|
ENP | Entry into the national phase |
Ref document number: 2015132963 Country of ref document: RU Kind code of ref document: A |
|
ENP | Entry into the national phase |
Ref document number: 112015016574 Country of ref document: BR Kind code of ref document: A2 Effective date: 20150709 |