EP0246225A1 - Transmissions rotatives variables - Google Patents

Transmissions rotatives variables

Info

Publication number
EP0246225A1
EP0246225A1 EP85905869A EP85905869A EP0246225A1 EP 0246225 A1 EP0246225 A1 EP 0246225A1 EP 85905869 A EP85905869 A EP 85905869A EP 85905869 A EP85905869 A EP 85905869A EP 0246225 A1 EP0246225 A1 EP 0246225A1
Authority
EP
European Patent Office
Prior art keywords
drive
arrangement according
drive arrangement
gear
members
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP85905869A
Other languages
German (de)
English (en)
Inventor
Frederick Michael Stidworthy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0246225A1 publication Critical patent/EP0246225A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/008—Gearings or mechanisms with other special functional features for variation of rotational phase relationship, e.g. angular relationship between input and output shaft
    • 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
    • F01L2311/00—Differential gears located between crankshafts and camshafts for varying the timing of valves

Definitions

  • This invention relates to variable rotary drive arrangements which find application inter alia but not exclusively, i n achieving variable valve timing in internal combustion engines.
  • Embodiments of the present invention allow for a possible 360 degrees of fully variable operation, i.e. the camshaft can, if required, be advanced, or retarded, through a full 360 degrees relative to the drive- sprocketj furthermore, the camshaft can, if required, be brought to a perfectly stationary situation (while the drive sprocket is still rotating) and reversed, if required.
  • variable rotary drive arrangement in which first and second rotatable members are permanently coupled for rotation of the second member by the first member, the first member is permanently coupled to a third rotatable member rotation of which by the first member is precluded to effect rotation of the second member by the first member, and control drive means are provided for imparting rotational movement to the third member to vary a rotational relationship between the first and second members.
  • control drive means serves to rotate the third member at a selected speed to vary the speed of rotation of the second member for a given rotational speed of the first member.
  • control drive means serves to impart to the third member a selected rotational displacement from a datum position of the third member to vary the rotational phase relationship between the first and second members.
  • the first and second members are coupled by a first drive element rotatable with the first member and drivingly engaging a second drive element rotatably carried by the second member, and the first and third members are coupled by a third drive element rotatable with the third member and drivingly engaging the second drive element.
  • a pair of second drive elements are rotatably carried by the second member and each such second drive element drivingly engages each of the first and third drive efements.
  • the first and third members are coupled by a first drive element rotatable with the first member and drivingly engaging a third drive element rotatably carried by the third member, and the first and second members are coupled by driving engage ⁇ ment between the third drive element and a second drive element rotatable with the second member.
  • a pair of third drive elements are rotatably carried by the third member and each drivingly engages a respective one of the first and second drive elements'.
  • control drive means driving of which by the third member is precluded and preferably the control drive means comprises a driving element rotatable with the third member and a unidirectional actuating member capable, when driven, of rotating the driving element but capable of resisting driving of itself by the driving element.
  • FIGURE I illustrates a first embodiment of the invention in axial cross-section
  • FIGURE 2 is an axial cross-section through a second embodiment of the invention.
  • FIGURE 3 illustrates in axial cross-section a third embodiment of the invention
  • FIGURES 4 and 5 are end views of the third embodiment in two different conditions; and FIGURES 6 and 7 are axial and transverse cross-sectional views of a modified form of the third embodiment.
  • VARIABLE TIMING DEVICES contains three basic layouts of hypothetical realisations of the invention, these are not intended to be definitive designs but are merely, reasonably realistic representations of possible embodiments.
  • FIG. I shows a simple version of the invention, in which the basic assembly includes a four gear differential type of device.
  • Sprocket-Shaft ( I ); Camshaft (2); Worm-Shaft (3); Idler Stub-Axles (4 and 5); Sleeve-Shaft (6); Location-Shaft (7); Backing-Plate (8); Sprocket- Wheel (9); End-Caps ( 10 and I I); Sprocket Chain-Teeth ( 12 and 13); Locking Nuts ( 14 and 15); Support Pillars ( 16; 17 and 18); Base (Cylinder Head, or Block etc) (19); Differential Hub (20); Sprocket Location Shaft (la).
  • Gears (a/b/c/d) are all similar sized bevelled gears as shown, how ⁇ ever, as in any bevelled differential arrangement, these can be of varying sizes, in that, the two Idlers (c and d) can be of a different tooth count to gears (a and b).
  • Gear (f) is a worm-gear and gear (e) is a worm-wheel.
  • the lead angle between the worm and worm-wheel is decided as being a 'locking' angle, e.g., about 10 degrees - this can be anything between say, 5 and 15 degrees but must retain a drive capability from worm to worm-wheel but an irreversible characteristic from worm-wheel to worm.
  • the worm (f) will be provided with a drive means; e.g; an electric motor or hydraulic motor (or motors) or pump drive etc., or any suitable, and/or controlable means of rotational instigation.
  • a drive means e.g; an electric motor or hydraulic motor (or motors) or pump drive etc., or any suitable, and/or controlable means of rotational instigation.
  • ASSEMBLIES Gear (a) is fixed to, or part of, Shaft ( I);
  • Backing-Plate (8) is fixed to, or part of, Shaft (I);
  • Sprocket- Wheel (9) is fixed to, or part of, Backing- Plate (8);
  • the whole assembly (la/!/8/9/a/ l 2/l 3/!4/ ! 5) is a free-running unit,located concentrically upon datum 'x' - 'y', and could, if required, be machined from one single piece of material.
  • Stub-Axles (4 and 5) are fixed to, or part of, Camshaft (2); End-Caps (10 and 1 1) are fixed to, or part of, Stub-Axles (4 and 5); Location Shaft (7) is fixed to, or part of, Camshaft (2); with the whole assembly located concentrically along datum 'x' - 'x' and providing a free- running carrier for the bearing located bevelled-gears (c and d).
  • Gear (b) is fixed to, or part of, Sleeve-Shaft (6); Sleeve-Shaft (6) is fixed to, or part of, Worm-Whee! (e); again, this free-running assembly could be manufactured from a single item of material if required.
  • Assembly (b/6/e) is also located concentrically along datum 'x' - 'y' and concentrically external of shaft (2), around which it is concentrically bearing located in free-running but constant communication.
  • the Chain-Drive Sprocket assembly (9/ 12/ 13) could be replaced by any type of suitable device; e.g; a gear-wheel; Pulley; etc.
  • Shafts ( 1/2/6) are all bearing located within the Pillars, or supports, thereby enabling free-running operation.
  • the differential type unit (a/b/c/d) will, as in all such four-gear differentials of such proportions, provide a 2 : I ratio envelope of operation; i.e; If gear (b) were held fast, and Gear (a) rotated (in either direction), then Assembly (2/20/4/5/ 10/ 1 1 /7) together with the free running idlers (c and d) would be caused to rotate, in a similar direction to (a) but at half the speed and twice the torque.
  • This 2 I operating characteristic can be used as a bonus in relation to a camshaft realisation of the invention, in that, it is usual for the camshaft of I.C. engines to rotate at half the speed of the Crankshaft, therefore, if gear (b) is held fast, then the chain drive coupling between the Camshaft and Crankshaft (not shown) Sprocket Assemblies can remain a 1 : I with the necessary 2 : I reduction being accomplished by the differential's natural operating mode.
  • gear (b) In order to hold Gear (b) 'fast', i.e; stationary; it is provided, as will be seen, with a Worm- Wheel, this in turn, is engaged with a Worm-Gear (f). If, as already explained, the lead, or interface, angle between (e) and (f) is a locking angle, then gear (b) can be restrained providing no rotational movement is fed to Worm-Gear (f); i.e; as (e) cannot drive (f) (a) via fdlers (c and d) cannot cause (b) to rotate as it will, via Sleeve-Shaft (6) be ocked' in position by Worm-Wheel (e); therefore, whatever rotational input is fed to gear (a) from the chain drive assembly, will cause only assembly (2/20/4/5/ 10/ 1 1/7) to rotate at half the speed of (a) but in a similar direction to that of Gear (a).
  • the ratio between the Worm (f) and Worm-Wheel (e) can be such, that only a very small electric motor need be employed. Furthermore, control of said motor (not shown) can be instigated by way of an engine management system and the variation required can be determined in conjunction with all other known or required parameters etc.
  • FIG. 2 is a further variation of the invention, in that the gear type used is of the spur epicylic (sun and planet/annulus) arrangement rather than bevelled. All reference Numbers maintain with the exceptions as follows:-
  • D ⁇ fferential Hub (20) in Figure I is now, in Figure 2 a Free-Running Carrier (20); Support Pillars ( 16/ 17 and 18) are reduced in number; i.e; Figure 2 contains only two such items; Support Pillars ( 16 and 17); A carrier has also been added to carry Annular Gear (b), this item is shown as Carrier (21 ) and is fixed to, or part of Sleeve-Shaft (6);
  • Gear (a) is a 'sun' Gear
  • Gears (c and d) are Idler Planet Gears (Free- Running upon Stub-Axles (4 and 5); and
  • Gear (b) is an Annular, or Internal- Gear, which is fixed to, or part of, Carrier (21 ).
  • the gear ratios chosed are hypothetical, in that, it is not restricted to one particular set, but the design Indicated would be a 2 : I train; i.e; for every single revolution of the 'sun' gear ta), the Carrier (20) would rotate 1 /2 of a single revolution in the same direction. Therefore, any suitable tooth count can be included, providing the outcome is as defined above.
  • This variation Includes the use of two Sun Gears (a and b), together with a compound Planet arrangement consisting Gears (c and d).
  • Sprocket Sleeve-Shaft ( I ); Camshaft (2); Worm Lay-Shaft (3); Com ⁇ pound Planet Lay-Shaft (4); Carrier Centre-Line Lay-Shaft (5); Location- Shaft (7); Backing Plate (8); Sprocket- Wheel (9); Sprocket Chain-Teeth ( 12 and 13); Locking-Nuts ( 14 and 1 5); Support Pillars ( 16/ 17 and 1 8); Base (Cylinder-head or Block etc) ( 19); Free-Running Planet Carrier (20); Bearing Housing (22); Angled Bracket Support (24); (Datum shown as 'z' - 'z').
  • the carrier (20) is provided with Worm-Wheel (e) which is gear-cut around only 180 degrees of its periphery.
  • Worm-Wheel e
  • Figures 6 and 7 contain a further variation to the basic Worm/Worm- Wheel drive input, in that the Worm-Gear is replaced by a Rack (g) type gear and this would be engaged with a pinion gear in place of the Worm- Wheel (e).
  • the Rack is threaded down the internal centre and a drive screw (h) is provided upon shaft (3).
  • the Rack is prevented from rotating by way of side mounted lugs, these running in slots or channels along the side of the Rack component (see Figure 7). Therefore, if Shaft (3) is rotated, then the Screw Thread section of Shaft (3) will cause the Pack assembly (23) to move along the slotted grooves present in fixed Pillars ( 16a and 17a).
  • the angle of the thread (exaggerated in the drawing) would be very similar to that of the Worm, as originally used, there would be a 'locking' effect from Rack unit to Threaded Shaft, thereby again creating a drive/lock situation.
  • Figures 4 and 5 show the Carrier (20) in the 'normal', OQ neutral adjustment position ( Figure 4) and in a position of half (45 degrees of adjustment) adjustment ( Figure 5).
  • this device can be used in many different applications other than the fully variable Camshaft, and as it can be shown that by causing the correct rotation of the input-gear (a) and the secondary gear (b) (or the Carrier in Figure 3) a totally negative rotation of Shaft (2) can be achieved; therefore, this indicates that the device offers a Clutching ability; i.e; it could be situated between the engine (powerplant) and the Gearbox (transmission) and by driving, say, Gear (a) by way of the engine, and Gear (b), say, electrically, in the opposite direction and at the " ⁇ same speed etc., there would be no drive to the output via Shaft (2), but by cutting the power to Gear (b) on a gradual basis, a 'slipping' type of engagement could be achieved, thereby clutching the engine to the trans ⁇ mission.
  • a Clutching ability i.e; it could be situated between the engine (powerplant) and the Gearbox (transmission) and by driving, say, Gear (a) by way of the engine
  • This ability to have drive or negative drive can be used in steering assemblies, where, for example, a Tracked vehicle requires one track j or the other, to be driven by more, or less, of the power output, at different, or the same time; i.e; in order to steer by speed of the track rather than deflection.
  • This device, or a combination of such devices can offer this type of ability.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Un arbre à cames (2) est entraîné depuis un arbre denté (1) via un agencement d'engrenages coniques (a, b, c, d). L'engrenage conique (a) peut tourner avec la roue dentée et l'engrenage conique (b) peut tourner avec un arbre creux (6) disposé coaxialement sur l'arbre à cames. Les engrenages (a, b) s'engrènent en permanence avec la paire de roues intermédiaires (c, d) portées de manière rotative sur de faux arbres (4, 5) sur l'arbre à cames. Une roue à denture hélicoïdale (e) peut tourner avec l'arbre creux (6) et est en prise avec une vis sans fin (f) pour former une transmission unidirectionnelle dans laquelle le mouvement peut être transmis de la vis sans fin à la roue à denture hélicoïdale mais non vice versa. La résistance consécutive de l'arbre creux (6) à l'entraînement en rotation par la roue dentée entraîne la rotation de l'arbre à cames à une vitesse et selon une phase que l'on peut faire varier par la rotation ou le déplacement de l'arbre creux au moyen de la vis sans fin.
EP85905869A 1985-11-29 1985-11-29 Transmissions rotatives variables Withdrawn EP0246225A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/GB1985/000548 WO1987003335A1 (fr) 1985-11-29 1985-11-29 Transmissions rotatives variables

Publications (1)

Publication Number Publication Date
EP0246225A1 true EP0246225A1 (fr) 1987-11-25

Family

ID=10572619

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85905869A Withdrawn EP0246225A1 (fr) 1985-11-29 1985-11-29 Transmissions rotatives variables

Country Status (2)

Country Link
EP (1) EP0246225A1 (fr)
WO (1) WO1987003335A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006007584A1 (de) 2006-02-18 2007-08-30 Schaeffler Kg Nockenwellenversteller mit einem Überlagerungsgetriebe
US8671907B2 (en) * 2007-04-09 2014-03-18 Chandan Kumar Seth Split cycle variable capacity rotary spark ignition engine
DE102007017897B4 (de) * 2007-04-13 2018-12-20 Mahle International Gmbh Verstellbare Nockenwelle
GB2469881B (en) * 2009-05-02 2013-04-03 Paul Brian Chatten Mechanism to provide a variation of the phase angle of the input shaft of a gear train in relation to that of the output shafts of a gear train to vary...
CN102297256B (zh) * 2011-09-07 2014-02-19 河南恒星科技股份有限公司 合股机牵引减速机

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB602837A (en) * 1941-09-24 1948-06-03 Groupement Francais Pour Le Developpement Des Recherches Aeronautiques Improvements in or relating to the regulation of two-stroke internal-combustion engines
US3224423A (en) * 1965-06-03 1965-12-21 John L Ostborg Valve timing control system for supercharged automotive engine
JPS5452218A (en) * 1977-09-30 1979-04-24 Toyota Central Res & Dev Lab Inc Internal-combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8703335A1 *

Also Published As

Publication number Publication date
WO1987003335A1 (fr) 1987-06-04

Similar Documents

Publication Publication Date Title
US4856370A (en) Variable phase couplings
US5327859A (en) Engine timing drive with fixed and variable phasing
EP0222812B1 (fr) Transmissions a impulsions et en phase variable
US9664254B2 (en) Split ring carrier with eccentric pin with spring compliance and speed dependence
DE3146613C2 (fr)
US20150315939A1 (en) Split ring gear planetary cam phaser
EP0903471A1 (fr) Dispositif pour varier le calage d'un arbre à cames de moteur à combustion interne
US8322318B2 (en) Harmonic drive camshaft phaser with phase authority stops
GB2222660A (en) Device for a relative angular adjustment between two drivingly connected shafts
US20100064997A1 (en) Continuous camshaft phase shifting apparatus
EP0309508A1 (fr) Transmission a bielle et manivelle.
US5673659A (en) Lead screw driven shaft phase control mechanism
EP0741235B1 (fr) Dispositif de commande de phase d'arbre à cames à double sortie
JPH04241709A (ja) 軸間位相変換装置
GB2167123A (en) Variable rotary drives
DE102005053119A1 (de) Vorrichtung zur Verstellung der relativen Drehwinkellage zwischen Nockenwelle und Antriebsrad
US20190032522A1 (en) Low axial length high torque shaft phasing device with speed reduction
EP0246225A1 (fr) Transmissions rotatives variables
JP3997326B2 (ja) クランクシャフトとカムシャフトとの間の相対回転位置を制御調整するための装置
GB2183780A (en) A variable phase drive mechanism
RU2330169C2 (ru) Устройство для регулирования фаз газораспределения двигателя внутреннего сгорания
CN86103823A (zh) 可变旋转传动装置
KR20110104009A (ko) 소형 전기 캠 페이저
WO1987001424A1 (fr) Agencement d'entrainement oscillant
GB2202917A (en) Variable phase shift mechanism

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB IT LI LU NL SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19870901