Patent Publication Number: US-11041413-B2

Title: Hybrid dual electric and hydraulically operated phaser

Description:
FIELD 
     The present invention relates to a phaser for acting on two groups of cam lobes of a valve train of an internal combustion engine to change the phases of each of the two groups of lobes independently of one another relative to the phase of the engine crankshaft. Such a system is herein referred to as a dual phaser. 
     BACKGROUND 
     The use of phasers is becoming increasingly widespread on both gasoline and diesel engines. In the past, hydraulically operated phasers have offered a compact and cost-effective solution. However, more recently, electrically operated phasers have become popular due to the functional advantages that they offer. These advantages include (i) faster response time, (ii) more consistent response times over all engine operating conditions, particularly low temperatures when oil viscosity reduces the performance of hydraulically operated phasers, and (iii) reduced oil consumption and oil pump power consumption. 
     An electrically operated phaser generally consists of two main components, namely a gear set or harmonic drive that is mounted to the engine camshaft, and an electric motor which is mounted to a stationary part of the engine and positioned coaxially with the camshaft. There may be a drive coupling (such as an Oldham coupling) to allow for any small misalignment between the axes of the motor and the camshaft. Phase is adjusted using an electrically operated phaser by varying the speed of the electric motor relative to that of the camshaft. If the motor speed is synchronized with camshaft speed, then the prevailing phase setting is maintained. Reducing the motor speed relative to the camshaft will cause the phaser to move in one direction, increasing the motor speed will cause the phaser to move in the other direction. A typical example of an electrically operated phaser is to be found in U.S. Pat. No. 8,682,564. 
     In some variable valve systems, such as that shown in EP 1417399, a phaser is used to adjust the valve lift profile characteristics. In such a system, operation of the phaser affects engine power output and the faster response of an electrically operated phaser would offer drivability advantages. 
     Many twin camshaft engines are now being designed with multiple phasers and, in some cases, these are of different types, one camshaft utilizing a cost-effective hydraulically operated phaser whilst the other uses an electrically operated phaser for its additional speed and consistency. For example, some engines utilize an electrically operated phaser to control the intake valve timing and a hydraulically operated phaser to control the exhaust valve timing. 
     EP 3141711 shows a hybrid dual phaser having an electrically operated phaser and a hydraulically operated phaser combined into a single unit for independently controlling the timing of two groups of cam lobes mounted to an adjustable camshaft, which is also referred to herein as a concentric or as an assembled camshaft. This device could be applied to an engine having a single camshaft to allow independent control of intake and exhaust valve timing or it could be applied to an engine with a cam summation valve train system such that one output of the dual phaser controls valve lift and duration whilst the other output controls the lift timing. 
     The dual phaser of EP 3141711 shows how the hydraulic and electric sections of a hybrid phaser can be arranged and connected axially, but, in some applications, there is limited axial space available making it difficult to implement such a solution. 
     OBJECT OF THE INVENTION 
     The invention therefore seeks to provide a hybrid dual phaser, comprised of a hydraulically operated phaser in combination with an electrically operated phaser, that has a reduced axial length and that offers a significant package space advantage in some applications. 
     SUMMARY OF THE INVENTION 
     According to the present invention, there is provided a hybrid dual phaser assembly for mounting to an engine camshaft to allow the timing of two sets of cam lobes to be phased independently of one another relative to a crankshaft of the engine, wherein the phaser assembly comprises an electrically operated phaser having intermeshing gears for transmitting torque to the camshaft and a phase control input driven by an electric motor to be mounted coaxially with the camshaft, and a hydraulically operated phaser having vanes movable within arcuate cavities, wherein the cavities of the hydraulically operated phaser are defined in part by an annular member that radially surrounds, and axially overlaps, a gear of the electrically operated phaser, which gear is rotatable relative to the annular member and forms radially inner boundary walls of the cavities. 
     By “axially overlaps” it is meant that at least one plane normal to the axis of rotation of the dual phaser assembly passes through both the electrically operated phaser and the hydraulically operated phaser. In this way, a dual phaser assembly of the invention combines an electrically operated phaser with a hydraulically operated phaser by arranging the arcuate working chambers radially around the electrically operated phaser in the same plane normal to the axis of rotation of the phaser. Packaging the electrically operated phaser radially inside the vane phaser minimizes the axial packaging space requirement whilst allowing the available radial space to be fully utilized. 
     The electrically operated phaser is controlled by the electric motor, which is mounted coaxially with the camshaft and the hydraulically operated phaser may be controlled by oil feeds connected to a proportional control valve via oil drillings in the camshaft. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention will now be described further, by way of example, with reference to the accompanying drawings, in which: 
         FIG. 1  is a drive diagram relating to a first embodiment, 
         FIG. 2  is an exploded view of the first embodiment of a dual phaser, 
         FIG. 3  is an exploded view showing the manner in which the dual phase of  FIG. 2  is assembled to a camshaft, 
         FIG. 4  is a section of the dual phaser of the first embodiment taken through the axis of the camshaft in the plane designated IV-IV in  FIG. 5 , 
         FIG. 5  is a section of the dual phaser of the first embodiment taken through the plane designated V-V in  FIG. 4 , 
         FIG. 6  is a drive diagram similar to that of  FIG. 1  relating to a second embodiment, and 
         FIG. 7  is an exploded view of the second embodiment of a dual phaser. 
     
    
    
     DETAILED DESCRIPTION OF THE DRAWINGS 
     The drive configuration of a first embodiment of the invention is shown in  FIG. 1 . Drive from the engine crankshaft is applied to two phasers actuated in parallel, each of the phasers being connected for rotation with a respective timing wheel and driving a respective set of cam lobes. This drive configuration differs from the configuration shown in  FIG. 6  that is employed by the second embodiment of the invention. In the case of the configuration of  FIG. 6 , the phaser of the second set of cam lobes is connected in series, instead of in parallel, with the phaser driving the first set of cam lobes. In this way, the first phaser acts on both sets of cam lobes, while the second alters the relative phase between the first and the second set of cam lobes. 
     The construction of the phaser of the first embodiment of the invention is shown in  FIGS. 2 to 5 . The dual phaser of the first embodiment comprises an electrically operated phaser and a hydraulically operated phaser disposed in overlapping axial planes with the hydraulically operated phaser radially surrounding the electrically operated phaser. The drive input to both the hydraulic and electrically operated phasers comprises a sprocket  111  driven by the engine crankshaft (not shown) that also forms a rear end-plate  110  of the hydraulically operated phaser. This rear end plate  110  is fixed for rotation with a front-end plate  112  of the hydraulically operated phaser via three vanes  114  and clamping screws  116 . The front-end plate  112  also serves as the drive input to the electrically operated phaser. The front end plate  112  is also formed with an internal gear  118  that serves as the input gear of the electrically operated phaser and drives the output gear  136  via an internal gearset  120  that is driven by an external motor (designated  180  in  FIG. 4 ) to rotate epicyclically relative to the input gear  118  and the output gear  136 . 
     The drive output of the hydraulically operated phaser is formed as an annular plate  122  partially defining three arcuate cavities  124 . The inner radial surface of each cavity  124  is defined by the outer surface of the output member  136  of the electrically operated phaser. Each cavity  124  contains one of the vanes  114  connecting the front and rear plates  110 , 112 . The three vanes  114  form a seal between the surface of the output gear  136  and the surface of the annular plate  122 . The rear end plate  110  of the dual phaser is provided with three large slots  126  to allow access for a drive connection from the hydraulically operated phaser output plate  122  to the camshaft  160 . 
     Timing feedback from the hydraulically operated phaser is provided by a timing wheel  130  integral to the annular plate  122 , while timing feedback from the electrically operated phaser is provided by a timing wheel  134  formed as a plate fitted to the front of the dual phaser. This timing wheel  134  is connected for rotation with the electrically operated phaser output via three projections  138  on the output gear  136  of the electrically operated phaser that pass with clearance through cutouts  144  in the front plate  112  of the hydraulically operated phaser and are engaged by three small fixing screws  142  to secure the timing wheel  134  in position. 
     A bias spring  150  mounted to the rear end plate  110  of the phaser (shown only in  FIG. 4 ) engages with the output plate  122  of the hydraulically operated phaser to provide a bias torque on the hydraulically operated phaser which can counteract the inherent drag-torque of the camshaft. 
       FIGS. 3 and 4  illustrate how the dual phaser assembly is mounted to a concentric camshaft, generally designated  160 , to provide independent timing control of two sets of cam lobes. 
     A phaser mounting plate  132  is fitted to the camshaft front bearing  162  via three fixing bolts  164 , and this mounting plate provides three spigots  168 , fitted with three bushes  169 , for connection to the output plate  122  of the hydraulically operated phaser, the entire dual phaser being secured in place by three screws  171 . The drive connection between the electrically operated phaser output gear  136  and the inner driveshaft of the camshaft is achieved via a drive coupling  170 , such as an Oldham coupling, that can transmit drive torque without imposing any radial position constraint between the phaser and the inner shaft  172  of the camshaft  160 , and a fixing bolt  140  to secure the axial position of the inner shaft to the electrically operated phaser output gear  136 . 
       FIG. 4  shows the dual phaser assembled to the concentric camshaft  160  and illustrates how oil feeds  173  to control the timing of the hydraulically operated phaser can be provided by the front bearing  162  of the camshaft. The electric motor  180  for controlling the electrically operated phaser timing is also shown, mounted concentrically to the camshaft  160  to a stationary part of the engine e.g. the front cover. The motor  180  engages with the electrically operated phaser via a drive coupling  182  and serves to rotate gear set  120  epicyclically relative to the input gear  118  and the output gear  136 . 
     The internal gearset  120  has two gears that are fast in rotation with one another but have a different number of teeth. The first gear meshes with the internal input gear  118 , and the second gear meshes with the output gear  136 . The gear ratio between the input gear  118  and the first gear of the gearset  120  differs from the gear ratio between the second gear of the gearset  120  and the output gear  136 . The difference between the two gear ratios causes the angular position of the output gear  136  to change relative to the input gear  118 . 
     To maintain the same phase between the input from the crankshaft and the inner camshaft  172 , the motor  180  must rotate the gearset  120  at the same speed as the input gear  118 . If the motor  180  rotates at a speed different to the input gear  118 , the first gear of the eccentric gearset  120  rotates and meshes at a different point within the input gear  118 , causing rotation of the second gear and therefore the output gear  136 . Once the desired phase is achieved, the motor  180  must again match the rotational speed of the input gear  118  to maintain the desired phase. 
       FIG. 5  shows a section in a plane through the dual phaser of  FIGS. 2 to 4  and illustrates how the electrically operated phaser output gear  136  is radially supported by the hydraulically operated phaser output plate  122  but can rotate relative to it. 
     Description of the Second Embodiment 
     To avoid unnecessary repetition, components serving the same function in the different embodiments to be described herein have been allocated reference numerals with the same last two digits and will not be described again. Components of the first embodiment have numerals in the 100 series while those of the second, embodiments have numerals in the 200 series. 
     The second embodiment adopts the alternative drive configuration shown in  FIG. 6  in which one phaser acts on both sets of cam lobes. The engine crankshaft in this embodiment is connected to the input of the hydraulically operated phaser, the output of which acts on a first set of cam lobes directly. The output of the hydraulically operated phaser additionally provides the drive input of the electrically operated phaser, the output of which acts on the second set of cam lobes. Thus, the hydraulic phaser acts on all the cam lobes whereas the electric serves only to vary the phase of the second set of cam lobes relative to the phase of the first set of cam lobes. 
     In  FIG. 7 , a sprocket  211  that is driven by the engine crankshaft forms part of, or is mounted to, the annular plate  222  which partially defines the arcuate cavities  224  of the hydraulically operated phaser and serves as the input member of the hydraulically operated phaser. The vanes  214 , movable within the cavities  224 , are secured to both the phaser mounting plate  232  and to the front plate  212  by three clamping screws  216 . The vanes  214 , the mounting plate  232  and the front plate  212  thus serve as the output of the hydraulically operated phaser, which changes the phase of the first set of cam lobes relative to the crankshaft. As the front plate  212  has the input gear  218  of the electrically operated phaser formed within it, the output from the hydraulically operated phaser serves additionally as the input of the electrically operated phaser. 
     The timing wheel for the first set of cam lobes (not shown in  FIG. 7 ) may be formed with or, connected for rotation with, either the mounting plate  232  or the front plate  212 . 
     To maintain the same relative phase between the first and second set of cam lobes, the motor (not shown) must rotate at the same speed as the front plate  212 . If the phase of the first set of cam lobes is to be changed relative to the phase of the second set of cam lobes, then the motor must compensate by adjusting its speed relative to the front plate  212 .