WO2012110128A2 - Mécanisme de réglage à trois arbres comprenant deux butées mécaniques - Google Patents

Mécanisme de réglage à trois arbres comprenant deux butées mécaniques Download PDF

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Publication number
WO2012110128A2
WO2012110128A2 PCT/EP2011/071582 EP2011071582W WO2012110128A2 WO 2012110128 A2 WO2012110128 A2 WO 2012110128A2 EP 2011071582 W EP2011071582 W EP 2011071582W WO 2012110128 A2 WO2012110128 A2 WO 2012110128A2
Authority
WO
WIPO (PCT)
Prior art keywords
stop
shaft
gear
drive
mechanism according
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.)
Ceased
Application number
PCT/EP2011/071582
Other languages
German (de)
English (en)
Other versions
WO2012110128A3 (fr
Inventor
Jens Schäfer
Mike Kohrs
Jeffrey S. BALKO
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co 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 Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to EP11791281.6A priority Critical patent/EP2676011B1/fr
Publication of WO2012110128A2 publication Critical patent/WO2012110128A2/fr
Publication of WO2012110128A3 publication Critical patent/WO2012110128A3/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F01L2001/3521—Harmonic drive of flexspline type

Definitions

  • the invention relates to a 3-shaft adjusting according to the preamble of claim 1 with a rotatably connected to a drive shaft driving part, a rotatably connected to an output shaft driven part and a rotatably connected to an adjusting actuator.
  • 3-shaft adjusting gears are used, for example, in internal combustion engines for adjusting phase angles, primarily for adjusting the opening and closing times of the gas exchange valves (camshaft adjuster, phaser for actuator shafts in variable valve trains).
  • the phaser is arranged as an actuator in a 3-shaft system.
  • Primary power is supplied to the 3-shaft system through the drive shaft (sprocket), which is output through the output shaft (e.g., camshaft).
  • the actuator is arranged as a link between the drive shaft and the shaft to be driven in the power flow. It allows a third shaft (adjusting shaft) superimposed on the drive power additionally coupled mechanical power into the shaft system or remove it.
  • the predetermined by the drive shaft movement function phase angle
  • 3-shaft adjusting gear examples include swash plate gear and mecanical gear, which are described for example in WO 2006/018080. These also include the wave gears known from WO 2005/080757 and the gears contained in US 2007/0051332 A1 and US 2003/0226534 A1.
  • phasers are known in the art.
  • DE 10 2004 009 128 A1 DE 10 2005 059884 A1 and DE 10 2004 038 681 A1 describes electromechanical camshaft adjusters.
  • an electromechanical camshaft adjuster is known in which the Versteilmotor is connected by means of a releasable coupling with the adjusting gear. By an appropriate design of the coupling transmittable to the adjusting torque can be limited. This then acts as a safety clutch.
  • a special case of a 3-shaft variable speed is a 2-shaft arrangement in Versteilantrieben where the drive shaft is fixed to the housing, d. H. only power is transferred between the adjusting shaft and the output shaft.
  • Such a device serves to convert a drive power inputted at a high speed and a low load into a low-speed and high-load output, and finds application in, for example, automotive type reduction drives and industrial applications, e.g. robotics.
  • the adjustment range or drive range is limited by limiting the angle of rotation of one of the three shafts relative to a second shaft or relative to the housing.
  • a mechanical stop is used as an integral part of the device.
  • the stop between the output shaft and the drive shaft is provided, since the adjusting shaft usually covers an angle of more than 360 °.
  • the adjustment shaft which is not limited directly in the adjustment angle or drive angle, is then braked in the case of the stop via the transmission kinematics and the rigidity of the transmission elements as soon as the output side reaches the limit of the rotation angle.
  • gear parts can deform so much that they collide with each other and bring the actuator to jamming.
  • Farther Gear parts can tire prematurely or must be oversized for normal operation in order to endure the high loads in the case of unbraked stop.
  • the object of Einfindung is to form a 3-shaft adjustment such that the pulse loads occurring when reaching a stop in the actuator are damped in their effect.
  • a 3-shaft adjusting initially comprises in a known manner with a drive shaft rotatably connectable drive part, a rotatably connected to an output shaft driven part and a rotatably connected to an adjusting shaft of an actuator actuator.
  • a first mechanical stop for limiting an adjustment angle between the drive shaft and the output shaft is provided.
  • a second mechanical stop is now arranged between two other shafts as the first stop. That is, when the first stop is provided between the driving part and the driven part, the second stop may be provided between the actuator and the driving part or the driven part.
  • each of the three shafts is thus coupled to at least one of the two stops, and precisely one shaft is coupled to both stops.
  • the advantages of the invention are to be seen in particular in that a simple effective protective measure damaging or even prevents the jamming of the actuator under excessive load. As a result, the life and reliability of the variable transmission can be significantly increased with minimal cost.
  • the second mechanical stop may be formed in the simplest case by two stop surfaces, which are placed on the various gear parts (execution corresponding to the first stop). But the two abutment surfaces can also be formed by a run in a gate stop pin
  • the second stop may be formed in alternative embodiments, for example by a ball, a pin or a similar shaped body, which is guided in a spiral-shaped recess.
  • the spiral-shaped recess may have a pitch in the axial or radial direction.
  • the adjustment angle can be limited in only one adjustment direction or in both adjustment directions.
  • the limitation is achieved by mounting the loop belt up to the respective block angle by contact between the windings or with the housing, so that the function of the second stop for limiting the adjustment of the adjusting shaft is represented by the principle of the wrap.
  • the torque of the wrap spring acting on the adjusting shaft is much smaller than the moment of the actuator. In the fail-safe case, the moment effective at the adjustment acts in the preferably approaching adjustment direction.
  • the invention is explained below on an electromechanical camshaft adjuster of an internal combustion engine, in which the first mechanical stop is provided between the drive part and the driven part.
  • the inventive second mechanical stop is advantageously provided in this case between the actuator and drive part, but may also be formed between the actuator and output member. The following will only on the variant of the stop between actuator and drive part received.
  • the second mechanical see stop comprises a reduction gear.
  • the width of the secondary adjustment window then depends on the reduction and the adjustment on the output side.
  • the reduction gear is in a preferred embodiment, a planetary gear, which comprises a formed with the actuator sun gear, at least one planetary gear and a ring gear.
  • a stop is firmly connected to the sprocket, while a stop gate is provided either on a planet carrier or on the ring gear.
  • the ring gear may be formed in a first embodiment with the sprocket.
  • the stop scenery is provided here on the planet carrier.
  • the ring gear may be rotatably connected to the drive member.
  • the planet carrier is then sprocket-proof.
  • the ring gear as such may be arranged separately on the drive member or be formed only in a sector of a ring gear.
  • the stop bead is then provided, in which a stop pin fixedly connected to the drive part is guided.
  • the ring gear disc can therefore only be rotated by an angle given by the angular range of the guide angle with respect to the drive part.
  • FIG. 1 shows a camshaft adjuster with a second mechanical stop according to the invention with a reduction gear in a longitudinal sectional view
  • FIG. 2 shows the camshaft adjuster according to FIG. 1 in a side view, seen from an adjusting shaft;
  • FIG. 3 shows the camshaft adjuster according to FIG. 1 in a side view, viewed from a camshaft;
  • FIG. 4 shows a second embodiment of a second stop in a camshaft adjuster in two different positions;
  • Fig. 5 An embodiment of the application of the principle of the wrap.
  • the camshaft adjuster comprises a sprocket 01 as a drive part and a camshaft gear 02 as a driven part.
  • the adjusting gear is designed as a wave gear.
  • a hollow shaft 03 as an actuator is formed with a wave generator 04, which comprises an elliptical inner ring 06, an elliptical outer ring 07 with an outer toothing 08 and roller bodies 09 arranged therebetween.
  • the sprocket 01 comprises a first ring gear with an internal toothing 1 1.
  • the ring gear is incorporated directly into the sprocket 01.
  • the camshaft gear 02 has an internal toothing 12.
  • the number of teeth of the internal gears 1 1, 12 differ by one or two teeth.
  • the hollow shaft 03 is preferably connected via a coupling with the adjusting shaft of the electric motor.
  • the rotor of the electric motor runs with camshaft speed with. By increasing or reducing the rotor speed, it takes place camshaft adjustment to early or late in a conventional manner.
  • a stop ring 13 On the sprocket 01 camshaft side in a known manner, a stop ring 13 is provided with a radially inwardly projecting stop lug 14. On Nockenwellenrad 02 a stop plate 16 with stops 17 in the same plane as the stop ring 13 is arranged. A relative rotation between the camshaft and crankshaft is limited by the abutting stop lug 14 with one of the stop surfaces 17 (see also Fig. 3).
  • the internal teeth 1 1 of the sprocket 01 is extended on the Verstellwellenseite (in the picture left) in the axial direction and engages in one or more planet gears 18 (see also Fig. 2).
  • the planet gears 18 roll on an outer toothing 19 of the hollow shaft 03 and are connected to each other by means of a web shaft 21 (planet carrier).
  • the web shaft 21 has on its outer periphery a link 22 with stop surfaces 23 (FIG. 2).
  • a stop pin 24 is firmly anchored, which is movable relative to the web shaft 21 within the link 22 between the abutment surfaces 23.
  • the width of the secondary adjustment window of the second stop depends on the reduction and the adjustment on the output side.
  • Fig. 4 shows an alternative embodiment of a second stop with a reduction gear in a 3-shaft adjusting in a side view from the perspective of the adjusting or hollow shaft 03 in two different positions.
  • a ring gear 26 is arranged relative to the sprocket 01 rotatably in the adjusting gear.
  • the ring gear 26 has a stop gate 27, in which the sprocket-fixed stop pin 24 is guided.
  • the ring gear 26 has a Geretekulisse 28 with an internal toothing 29.
  • the components of the second stop are preferably made of plastic by injection molding because of the low load and in favor of low inertia.
  • the second stop (secondary stop) is realized between adjusting and drive unit by applying the principle of the wrap.
  • the left figure shows the secondary stop on the example of the output unit in the early stop.
  • a wrap spring 32 is disposed in a housing 33 which is mounted on the sprocket 01.
  • the wrap spring acts in the illustrated embodiment between the sprocket 01 and the hollow shaft 03.
  • An inner end 34 is connected to the hollow shaft 03, an outer end 36 of the wrap spring 32 is fixedly connected to the sprocket 03.
  • the limitation of the adjustment in the direction of the early stop (arrow 37) is effected by contact with the housing 33. In this position, a turn spacing remains between the turns of the wrap spring 32.
  • the drive unit is in the late stop.
  • the hollow shaft 03 was rotated after reaching the stop about 400 ° in the clockwise direction (arrow 38). This corresponds to a translation i AB of 1:20 at a Verstellwinkel Scheme between sprocket 01 and camshaft 02 of about 20 °.
  • the wrap spring 24 is "wound up" in this position, ie there is a winding spacing.

Landscapes

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

Abstract

L'invention concerne un mécanisme de réglage à trois arbres comprenant une partie menante pouvant être reliée solidaire en rotation à un arbre menant, une partie menée pouvant être reliée solidaire en rotation à un arbre mené, ainsi qu'un actionneur pouvant être relié solidaire en rotation à un arbre de réglage, une première butée mécanique étant prévue entre deux des trois arbres pour limiter un angle de calage entre l'arbre menant et l'arbre mené. Selon l'invention, une deuxième butée mécanique est placée entre deux arbres autres que ceux de la première butée.
PCT/EP2011/071582 2011-02-14 2011-12-02 Mécanisme de réglage à trois arbres comprenant deux butées mécaniques Ceased WO2012110128A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11791281.6A EP2676011B1 (fr) 2011-02-14 2011-12-02 Mécanisme de réglage à trois arbres comprenant deux butées mécaniques

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011004070.6 2011-02-14
DE102011004070A DE102011004070A1 (de) 2011-02-14 2011-02-14 3-Wellen-Verstellgetriebe mit zwei mechanischen Anschlägen

Publications (2)

Publication Number Publication Date
WO2012110128A2 true WO2012110128A2 (fr) 2012-08-23
WO2012110128A3 WO2012110128A3 (fr) 2012-10-11

Family

ID=45094615

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/071582 Ceased WO2012110128A2 (fr) 2011-02-14 2011-12-02 Mécanisme de réglage à trois arbres comprenant deux butées mécaniques

Country Status (3)

Country Link
EP (1) EP2676011B1 (fr)
DE (1) DE102011004070A1 (fr)
WO (1) WO2012110128A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017119460B3 (de) * 2017-08-25 2018-11-08 Schaeffler Technologies AG & Co. KG Wellgetriebe
WO2022258109A1 (fr) * 2021-06-08 2022-12-15 Schaeffler Technologies AG & Co. KG Commande par engrenage d'un organe de réglage d'arbre à cames électromécanique et son procédé d'assemblage

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014207631B4 (de) 2014-04-23 2019-10-17 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit zusätzlichem Formschluss zwischen drehmomentübertragenden Teilen
DE202015009214U1 (de) 2015-12-01 2016-11-29 Schaeffler Technologies AG & Co. KG Wellgetriebe
WO2017206988A1 (fr) 2016-05-31 2017-12-07 Schaeffler Technologies AG & Co. KG Mécanisme de réglage
CN107559410B (zh) 2016-06-30 2022-02-18 博格华纳公司 用于裂环行星传动的行星架止动件
DE102017111223B3 (de) 2017-05-23 2018-09-13 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
JP2019027435A (ja) 2017-07-31 2019-02-21 ボーグワーナー インコーポレーテッド ｅ−位相器クッション止め部
DE102017128880B4 (de) * 2017-12-05 2021-03-25 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller zur variablen Ventilsteuerung in einer Brennkraftmaschine
EP3578769B1 (fr) 2018-06-01 2024-06-12 Ovalo GmbH Dispositif de réglage, en particulier régulateur d'arbre à cames
DE102018128028B3 (de) 2018-11-09 2020-03-05 Schaeffler Technologies AG & Co. KG Wellgetriebe für einen elektromechanischen Nockenwellenversteller
DE102024111480A1 (de) 2024-04-24 2025-10-30 Schaeffler Technologies AG & Co. KG Dreiwellengetriebe und Nockenwellenversteller

Citations (6)

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Publication number Priority date Publication date Assignee Title
US20030226534A1 (en) 2002-06-07 2003-12-11 Hitachi Unisia Automotive, Ltd. Valve timing control device for internal combustion engine
DE10248351A1 (de) 2002-10-17 2004-04-29 Ina-Schaeffler Kg Elektrisch angetriebener Nockenwellenversteller
WO2005080757A1 (fr) 2004-02-25 2005-09-01 Schaeffler Kg Dispositif de reglage electrique d'arbre a cames
WO2006018080A1 (fr) 2004-08-10 2006-02-23 Schaeffler Kg Actionneur d'arbre a cames a moteur electrique
US20070051332A1 (en) 2005-09-05 2007-03-08 Denso Corporation Valve timing adjusting apparatus
DE102005059884A1 (de) 2005-12-15 2007-07-05 Schaeffler Kg Nockenwellenversteller

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EP2006501A1 (fr) * 2007-06-22 2008-12-24 Delphi Technologies, Inc. Appareil déphaseur à came variable
DE102008019586A1 (de) * 2008-04-18 2009-10-22 Schaeffler Kg Nockenwellenverstellvorrichtung
DE102008039007A1 (de) * 2008-08-21 2010-02-25 Schaeffler Kg Verfahren zur Verstellung einer Kurbelwelle eines Verbrennungsmotors, Nockenwellenverstellsystem und Verbrennungsmotor mit verstellbarer Kurbelwelle
DE102009009523A1 (de) * 2009-02-18 2010-08-19 Schaeffler Technologies Gmbh & Co. Kg Phasenstellanordnung einer Brennkraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030226534A1 (en) 2002-06-07 2003-12-11 Hitachi Unisia Automotive, Ltd. Valve timing control device for internal combustion engine
DE10248351A1 (de) 2002-10-17 2004-04-29 Ina-Schaeffler Kg Elektrisch angetriebener Nockenwellenversteller
WO2005080757A1 (fr) 2004-02-25 2005-09-01 Schaeffler Kg Dispositif de reglage electrique d'arbre a cames
DE102004009128A1 (de) 2004-02-25 2005-09-15 Ina-Schaeffler Kg Elektrischer Nockenwellenversteller
WO2006018080A1 (fr) 2004-08-10 2006-02-23 Schaeffler Kg Actionneur d'arbre a cames a moteur electrique
DE102004038681A1 (de) 2004-08-10 2006-06-01 Schaeffler Kg Elektromotorischer Nockenwellenversteller
US20070051332A1 (en) 2005-09-05 2007-03-08 Denso Corporation Valve timing adjusting apparatus
DE102005059884A1 (de) 2005-12-15 2007-07-05 Schaeffler Kg Nockenwellenversteller

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017119460B3 (de) * 2017-08-25 2018-11-08 Schaeffler Technologies AG & Co. KG Wellgetriebe
WO2022258109A1 (fr) * 2021-06-08 2022-12-15 Schaeffler Technologies AG & Co. KG Commande par engrenage d'un organe de réglage d'arbre à cames électromécanique et son procédé d'assemblage

Also Published As

Publication number Publication date
WO2012110128A3 (fr) 2012-10-11
DE102011004070A1 (de) 2012-08-16
EP2676011B1 (fr) 2014-10-22
EP2676011A2 (fr) 2013-12-25

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