CN114321301A - Tensioning device, engine front-end wheel train, tension control method and device - Google Patents
Tensioning device, engine front-end wheel train, tension control method and device Download PDFInfo
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- CN114321301A CN114321301A CN202111522222.6A CN202111522222A CN114321301A CN 114321301 A CN114321301 A CN 114321301A CN 202111522222 A CN202111522222 A CN 202111522222A CN 114321301 A CN114321301 A CN 114321301A
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Abstract
The embodiment of the application provides a tensioning device, an engine front-end gear train, a tension control method and a tension control device. The tensioner includes: a support member; the tensioner is movably connected with the support and is used for maintaining the tension of the system; a detection element configured to detect a system tension; and an electronic actuator connected with the tensioner and arranged to drive the tensioner to move relative to the support in a direction of increasing the system tension when the detection element detects that the system tension is reduced so as to maintain the system tension within a set range. The tensioning device provided by the embodiment of the application can enable the system tension to be stabilized in a low tension horizontal interval on the basis of ensuring the stability of a front-end wheel train system of an engine, so that the oil consumption of the engine is effectively improved, and the fuel economy of the whole vehicle is improved.
Description
Technical Field
The present disclosure relates to, but not limited to, the field of automotive engineering, and more particularly, to a tensioner, a tension control method, and a tension control device.
Background
The front-end gear train of the engine has the main functions of stably and efficiently driving accessories such as a generator, an air-conditioning compressor, a power-assisted steering pump and the like, and ensuring that all parts work normally in the whole service life of the engine. The existing industry is mainly driven by a poly-v belt, and in order to ensure the stable tension of a system, a wheel train at the front end of an engine is matched with a tensioner. At present, the types of the tensioner comprise a manual tensioner, a hydraulic tensioner and a mechanical tensioner, which effectively ensure the stability of a wheel train system in the service life of an engine.
However, these tensioners have the following general problems: the system tension decays from the beginning of initial assembly to the end of life, namely: the tension is generally larger in the early operation process and smaller in the later operation process. Such as: at initial assembly, the system tension reached 427N, and at the end of life, the system tension dropped to 254N. The larger the tension of a front-end wheel system of the engine is, the larger the friction work of the engine is, and finally, the oil consumption of the engine is increased, and the fuel economy of the whole vehicle is deteriorated.
Disclosure of Invention
The embodiment of the application provides a tensioning device, can make system's tension stabilize in low tension horizontal interval on the basis of guaranteeing engine front end wheel system stable to improve the engine oil consumption effectively, improve the fuel economy of whole car.
The embodiment of the application provides a overspeed device tensioner, includes: a support member; the tensioner is movably connected with the support and is used for maintaining the tension of the system; a detection element configured to detect the system tension; and the electronic actuator is connected with the tensioner and is used for driving the tensioner to move relative to the support in a direction of increasing the system tension when the detection element detects that the system tension is reduced so as to maintain the system tension within a set range.
Compared with the related art, the tensioning device provided by the embodiment of the application comprises a support, a tensioner, a detection element and an electronic actuator. The tensioner is used for abutting against a belt of a front-end gear train of an engine so as to tension the belt and maintain the stability of the gear train of a system. The support piece plays a supporting role for the tensioner, and the stability of the tensioner is ensured. The detection element is used for detecting the system tension, and can acquire the system tension in time, so that the attenuation condition of the system tension can be acquired in time. When the system tension is attenuated, the electronic actuator can drive the tensioner to move towards the direction of increasing the system tension, so that the system tension is maintained within a set range, and the condition that the system tension is attenuated all the time in the service life of the engine is improved. Therefore, the system tension is controlled in the low-tension horizontal interval only during initial assembly, and the system tension is ensured to be always in the low-tension horizontal interval in the whole service life cycle of the engine, so that the engine is prevented from running in a state of high system tension, and the oil consumption of the engine is effectively improved.
In addition, because the system tension is reduced, the NVH (Noise, Vibration and Harshness) performance of the front-end gear train of the engine is improved to a certain extent, and the service life of a bearing of a driven part (a generator, an air-conditioning compressor and the like) is correspondingly prolonged.
In an exemplary embodiment, the electronic actuator includes: a drive member; and a one-way clutch coupled to the drive member and to the tensioner to drive the tensioner in one-way movement relative to the support member and lock the tensioner.
In an exemplary embodiment, the one-way clutch is indirectly connected to the tensioner via a linkage.
In an exemplary embodiment, the link mechanism includes: one end of the rocker is rotationally connected with the one-way clutch; and one end of the connecting rod is rotatably connected with the other end of the rocker, the other end of the connecting rod is fixedly connected with the tensioner, and the connecting rod is in sliding connection with the supporting piece so as to drive the tensioner to move in a single direction relative to the supporting piece.
In an exemplary embodiment, the support is provided with a sliding groove, and the connecting rod is arranged through the sliding groove along the depth direction of the sliding groove and can move along the length direction of the sliding groove.
In an exemplary embodiment, the support member is provided with a support boss disposed along a circumferential direction of the chute, and the tensioner is supported on the support boss.
In an exemplary embodiment, the link is a first screw threadedly secured to the tensioner; the tensioning device further comprises a second screw, and the second screw and the first screw are arranged at intervals along the length direction of the sliding groove; and the second screw rod is fixed with the tensioner through threads and is in sliding fit with the sliding groove.
In an exemplary embodiment, the tensioner comprises: a tension wheel, on which the detection element is provided; and the base is movably connected with the supporting piece and is rotationally connected with the tensioning wheel.
In an exemplary embodiment, the electronic actuator is provided with a connector, the connector being configured to electrically connect to an engine controller; the detection element is arranged to be electrically connected with an engine controller to feed back system tension to the engine controller, so that the engine controller controls the action of the electronic actuator when the system tension is determined to be reduced, and the electronic actuator drives the tensioner to move relative to the support in a direction of increasing the system tension.
The embodiment of the present application further provides an engine front end train, including: a plurality of pulleys; the belt is sleeved on the belt pulleys; and a tensioner as described in any of the above embodiments, the tensioner of the tensioner being pressed against the belt to maintain system tension in the engine front end train.
An embodiment of the present application further provides a tension control method for controlling the tensioning device in any one of the above embodiments, where the tension control method includes: when the engine is powered on, detecting the system tension of a gear train at the front end of the engine; and when the system tension is determined to be reduced, controlling the electronic actuator to drive the tensioner to move relative to the support member in the direction of increasing the system tension so as to maintain the system tension within a set range.
In an exemplary embodiment, the set range is in a range of 250N to 270N.
In an exemplary embodiment, the set range includes a plurality of consecutive tension intervals; when the system tension is determined to be reduced, controlling the electronic actuator to drive the tensioner to move relative to the support in the direction of increasing the system tension so as to maintain the system tension within the set range comprises the following steps: when the system tension is determined to be reduced to one of the tension intervals, the electronic actuator is controlled to drive the tensioner to move relative to the support member in a direction of increasing the system tension until the system tension is increased to the adjacent previous tension interval.
The embodiment of the present application further provides a tension control device, which includes a processor and a memory storing a computer program, and when the processor executes the computer program, the steps of the tension control method according to any one of the above embodiments are implemented.
Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.
Drawings
The accompanying drawings are included to provide an understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the examples serve to explain the principles of the disclosure and not to limit the disclosure.
FIG. 1 is a schematic diagram of a tensioner according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a front end gear train of the engine provided by an embodiment of the present application;
FIG. 3 is a flow chart of a tension control method provided by an embodiment of the present application;
fig. 4 is a schematic view of a tension control device according to an embodiment of the present application.
Wherein the reference numbers are as follows:
1 support piece, 11 sliding grooves, 12 support bosses, 2 tensioners, 21 tensioning wheels, 22 bases, 221 lugs, 23 bearings, 24 limit bosses, 3 detection elements, 4 electronic actuators, 41 connectors, 51 rocking rods, 52 connecting rods, 53 second screws, 61 crankshaft pulleys, 62 other pulleys, 63 belts, 71 processors and 72 memories.
Detailed Description
The system tension of the tensioner used in the current industry is attenuated all the time, and the system tension is large in the early stage of use, so that the friction work of an engine is increased, the oil consumption of the engine is influenced, and the NVH performance of the engine is also unfavorable by a large-tension system. The tension of the current front-end wheel train system is attenuated mainly because the wear of the V-ribbed belt is prolonged along with the running of the engine, and certain elastic force attenuation exists in a mechanical tensioner spring.
The embodiment of the application mainly aims at solving the problem of tension attenuation of a front-end wheel system, ensures that the system tension is always in a low-tension range meeting the system function, can effectively reduce the oil consumption of an engine, promotes the fuel economy of the whole vehicle, and is also favorable for improving the NVH performance of the engine.
Aiming at the problem of system tension attenuation existing currently, the embodiment of the application integrates the existing mechanical torsion spring tensioner with an electronic actuator, and the embedding of a detection element (a strain gauge) in the tensioner can enable a software ECU (an engine controller) to monitor the system tension.
In a tensioner integrated with a support, the coordinates of the tensioner move along the support, relative to a conventional mechanical tensioner, which is fixed in coordinates. The tensioner layout design is carried out on the traditional front-end wheel system, the coordinate of the tensioner is fixed, the layout cannot adapt to the wheel system tension caused by extension of hand parts (V-ribbed belts), the tensioner can only be forced to twist a torsion spring in the tensioner to compensate for belt extension, and therefore, no method is provided for ensuring the system tension to be stable in a low tension range. However, in the gear train layout of the embodiment of the application, even if the belt wear is prolonged along with the running of the engine, the tensioner coordinate moves along the direction of the increase of the system tension, and the system tension attenuation caused by the extension of the belt is further compensated.
The sensing element may send system tension information to the engine ECU, through which commands are sent to the electronic actuators. After receiving the instruction, the electronic actuator quantitatively moves the tensioner along the supporting piece through the connecting rod to solve the problem of system tension attenuation caused by belt slack. The solution can also solve the system tension attenuation problem caused by the attenuation of the tensioner spring.
The following is described in detail with reference to the accompanying drawings.
As shown in fig. 1, one embodiment of the present application provides a tensioner comprising: support 1, tensioner 2, detection element 3 and electronic actuator 4.
Wherein the tensioner 2 is movably connected with the support 1 for maintaining the system tension. The sensing element 3 is arranged to sense system tension. An electronic actuator 4 is associated with the tensioner 2 and is arranged to drive the tensioner 2 relative to the support 1 in a direction to increase the system tension when the detection element 3 detects a decrease in the system tension, so as to maintain the system tension within a set range.
The tensioning device provided by the embodiment of the application comprises a support 1, a tensioner 2, a detection element 3 and an electronic actuator 4. The tensioner 2 is used to abut against a belt 63 of the engine front end train to tension the belt 63 and maintain the stability of the system train. The support member 1 supports the tensioner 2 to ensure the stability of the tensioner 2. The detection element 3 is used for detecting the system tension, and can acquire the system tension in time, so that the attenuation condition of the system tension can be acquired in time. When the system tension decays, the electronic actuator 4 can drive the tensioner 2 to move towards the direction of increasing the system tension, so that the system tension is maintained in a set range, and the condition that the system tension decays all the time in the service life of the engine is improved.
Therefore, the system tension is controlled in the low-tension horizontal interval only during initial assembly, and the system tension is ensured to be always in the low-tension horizontal interval in the whole service life cycle of the engine, so that the engine is prevented from running in a state of high system tension, and the oil consumption of the engine is effectively improved.
In addition, because the system tension is reduced, the NVH (Noise, Vibration and Harshness) performance of the front-end gear train of the engine is improved to a certain extent, and the service life of the bearing 23 of the driven part (a generator, an air conditioner compressor and the like) is correspondingly prolonged.
In an exemplary embodiment, the electronic actuator 4 includes: a driver (not shown) and a one-way clutch (not shown).
Wherein the one-way clutch is connected to the drive member and to the tensioner 2 for driving the tensioner 2 to move in one direction relative to the support member 1 and lock the tensioner 2.
The electronic actuator 4 includes a driver and a one-way clutch. The driving member serves as a power source for providing power for driving the tensioner 2 to move. The one-way clutch transmits the power of the driver to the tensioner 2. And, when the tensioner 2 is moved to a proper position, the driving member stops working, and the one-way clutch functions to lock the tensioner 2 since it cannot move reversely. Thus, during the operation of the system, the one-way clutch locks the position of the tensioner 2, ensuring the stability of the tensioner 2, and simultaneously, the system acting force is not reversely transmitted to the driving part, thereby being beneficial to prolonging the service life of the driving part. Also, the one-way clutch ensures that the tensioner 2 can only move in one direction, but not in reverse.
In addition, other locking devices are not required to be additionally arranged to lock the tensioner 2, so that the product structure is simplified, and the product cost is reduced.
Wherein the driving member may be, but is not limited to, a rotating electrical machine. The one-way clutch can be in a form of a matching structure similar to a ratchet group or a matching structure of a worm gear and a worm, and the like, as long as one-way transmission reverse self-locking can be realized.
In an exemplary embodiment, the one-way clutch is indirectly connected to the tensioner 2 through a linkage mechanism.
The one-way clutch is indirectly connected with the tensioner 2 through the link mechanism, the link mechanism can convert the rotary motion of the one-way clutch into the linear motion of the tensioner 2, and the link mechanism is flexible and is beneficial to optimizing the product structure.
In an exemplary embodiment, as shown in fig. 1, the link mechanism includes: a rocker 51 and a link 52.
Wherein, one end of the rocker 51 is rotationally connected with the one-way clutch. One end of the connecting rod 52 is rotatably connected with the other end of the rocker 51, the other end of the connecting rod 52 is fixedly connected with the tensioner 2, and the connecting rod 52 is slidably connected with the support member 1 to drive the tensioner 2 to move in one direction relative to the support member 1.
The link mechanism includes a rocker 51 and a link 52. The rocker 51 swings under the action of the one-way clutch, drives the connecting rod 52 to slide in one direction relative to the supporting member 1, and further drives the tensioner 2 to move in one direction. The scheme has the advantages of less parts and simple structure, and is favorable for reducing the product cost.
In an exemplary embodiment, the support 1 is provided with a slide groove 11, as shown in fig. 1. The link 52 is inserted through the slide groove 11 in the depth direction of the slide groove 11, and is movable in the longitudinal direction of the slide groove 11.
In this way, the sliding groove 11 not only limits the connecting rod 52, but also guides the connecting rod 52, which is beneficial to improving the stability of the tensioner 2 in the movement process.
In an exemplary embodiment, the support 1 is provided with support bosses 12, as shown in fig. 1. The support boss 12 is provided along the circumferential direction of the chute 11, and the tensioner 2 is supported on the support boss 12.
The arrangement of the supporting boss 12 is beneficial to reducing the contact area between the tensioner 2 and the supporting member 1, so that the frictional resistance between the tensioner 2 and the supporting member 1 in the movement process is reduced, the load of the driving member is reduced, and the service life of the driving member is prolonged.
In an exemplary embodiment, the link 52 is a first screw that is threadably secured to the tensioner 2. The tensioning device further comprises a second screw 53, as shown in fig. 1, the second screw 53 and the first screw are arranged at an interval along the length direction of the chute 11. The second screw 53 is screwed to the tensioner 2 and is in sliding engagement with the slide groove 11.
The first screw rod is adopted as the connecting rod 52, so that the transmission function is achieved, and the tensioner 2 is fixed, so that the integration level of a product is improved, the number of parts of the product is reduced, the product cost is reduced, and the assembly efficiency is improved.
And the second screw 53 plays a role of fixing the tensioner 2 and is matched with the support member 1 to prevent the tensioner 2 from rotating around the first screw in the movement process, which is beneficial to improving the stability and reliability of the tensioning device.
In an exemplary embodiment, as shown in fig. 1, tensioner 2 comprises: a tensioner 21 and a machine base.
The detection element 3 is provided on the tension wheel 21. The base 22 is movably connected with the support 1 and is rotatably connected with the tension wheel 21.
The tension pulley 21 of the tensioner 2 is free of oil compared to the engine crank pulley 61. Tensioner 2 is simpler in construction than other pulleys 62 such as air conditioning compressor pulleys. Therefore, the detection element 3 is provided on the tension pulley 21 of the tensioner 2, and can detect the system tension and can be arranged more easily.
The detection element 3 may be a strain gauge, for example. The base 22 is provided with a rotating shaft, the tension wheel 21 is sleeved on the rotating shaft, and a bearing 23 is arranged between the tension wheel 21 and the rotating shaft, as shown in fig. 1. The end of the rotating shaft far away from the base 22 is further provided with a limiting boss 24, as shown in fig. 1, for preventing the tension wheel 21 from coming off the rotating shaft. The strain gauge is pre-buried between the bearing 23 and the limit boss 24, as shown in fig. 1.
The support 1 has a rectangular parallelepiped shape as shown in fig. 1. The base 22 is provided with two lugs 221 as shown in figure 1. The lug 221 is provided with a threaded hole through which the first and second screws 53 are threadedly secured to the base 22.
In an exemplary embodiment, the electronic actuator 4 is provided with a connector 41, as shown in FIG. 1, the connector 41 being configured to electrically couple to an engine controller.
The detection element 3 is arranged to be electrically connected with an engine controller to feed back the system tension to the engine controller, so that the engine controller controls the electronic actuator 4 to act when determining that the system tension is reduced, so that the electronic actuator 4 drives the tensioner 2 to move relative to the support member 1 in a direction for increasing the system tension.
The detection element 3 feeds back the system tension to the engine controller, and the engine controller can control the electronic actuator 4 to act according to the detection result, so as to timely adjust the position of the tensioner 2 and ensure that the system tension is stabilized in a low tension range. Therefore, the engine controller can control the engine and the system tension of the gear train at the front end of the engine, and the control sensitivity is improved.
As shown in fig. 2, an embodiment of the present application further provides an engine front end train, including: a plurality of pulleys, a belt 63 and a tensioner as in any of the above embodiments.
Wherein the belt 63 is sleeved on a plurality of belt pulleys. The tensioner 2 of the tensioner is pressed against the belt 63 to maintain the system tension of the engine front end train.
The engine front end gear train provided by the embodiment of the application has all the beneficial effects as the tensioning device comprises any one of the tensioning devices in the previous embodiments, and the details are not repeated.
Wherein the plurality of pulleys includes, but is not limited to: an engine crankshaft pulley 61 and other pulleys 62 as shown in FIG. 2. Other pulleys 62 include, but are not limited to: any one or more of a generator belt pulley, an air conditioner compressor belt pulley, a water pump belt pulley and the like.
As shown in fig. 3, an embodiment of the present application further provides a tension control method for controlling the tensioning device in any one of the above embodiments, where the tension control method includes:
step S102: when the engine is powered on, detecting the system tension of a gear train at the front end of the engine;
step S104: when the system tension is determined to be reduced, the electronic actuator 4 is controlled to drive the tensioner 2 to move relative to the support 1 in a direction of increasing the system tension so as to maintain the system tension within a set range.
The tension control method provided by the embodiment of the application can acquire the tension of the system in time, and when the tension of the system is attenuated, the electronic actuator 4 can drive the tensioner 2 to move in the direction of increasing the tension of the system, so that the tension of the system is maintained in a set range, and the condition that the tension of the system is attenuated all the time in the life cycle of the engine is improved. Therefore, the system tension is controlled in the low-tension horizontal interval only during initial assembly, and the system tension is ensured to be always in the low-tension horizontal interval in the whole service life cycle of the engine, so that the engine is prevented from running in a state of high system tension, and the oil consumption of the engine is effectively improved.
Furthermore, because the system tension is reduced, the NVH (Noise, Vibration and Harshness) performance of the front-end gear train of the engine is improved to a certain extent, and the service life of the bearing 23 of the driven parts (a generator, an air conditioner compressor and the like) is correspondingly prolonged.
In addition, when the engine is powered on, the rotating speed of the crankshaft of the engine is 0, the detected system tension is very accurate, the attenuation condition of the system tension can be effectively judged, and then the electronic actuator 4 is controlled to act in time when the system tension is attenuated, so that the electronic actuator 4 adjusts the tensioner 2 to a proper position until the system tension fed back by the detection element 3 is increased to a proper low-tension interval. The control process can be a PID (Proportion integration Differential) timely feedback regulation, and finally enters a convergence state.
Therefore, the scheme can raise the system tension to a proper low-tension range before the engine starts to run, thereby effectively ensuring the stability of the wheel train and avoiding the increase of the oil consumption of the engine due to overhigh system tension.
In an exemplary embodiment, the set range is in the range of 250N to 270N.
The range can not only ensure the stability of the wheel train, but also avoid the increase of the oil consumption of the engine due to the overhigh tension of the system, thereby being beneficial to improving the fuel economy of the whole vehicle and the NVH performance of the whole vehicle.
Of course, the setting range is not limited to the above range and may be adjusted as necessary.
In an exemplary embodiment, the set range includes a plurality of consecutive tension intervals.
When the system tension is determined to be reduced, the electronic actuator 4 is controlled to drive the tensioner 2 to move relative to the support 1 in the direction of increasing the system tension so as to maintain the system tension within a set range, and the method comprises the following steps:
when the system tension is determined to be reduced to one of the tension intervals, the electronic actuator 4 is controlled to drive the tensioner 2 to move relative to the support member 1 in a direction of increasing the system tension until the system tension is increased to the adjacent previous tension interval.
Therefore, the system tension is ensured to be in a proper low-tension range, and the displacement of the tensioner 2 during each action of the electronic actuator 4 can be reduced. Because the tensioner 2 can only move in one direction, and the total displacement is fixed in the whole life cycle of the engine, the scheme can increase the adjustable times of the tensioner 2, and is beneficial to prolonging the service life of a product.
Illustratively, the setting range is 250N to 270N, and includes three tension ranges, 250N to 256N, 256N to 263N, and 263N to 270N. The system tension can be adjusted to be in the range of 263N to 270N upon initial assembly. When the system tension is detected to be reduced to be in the range of 256N to 263N, the electronic actuator 4 is controlled to act until the system tension is increased to be in the range of 263N to 270N. When the system tension is detected to be directly reduced to be in the range of 250N to 256N, the electronic actuator 4 is controlled to act until the system tension is increased to be in the range of 256N to 263N.
When the system tension is detected to be reduced below 250N, the electronic actuator 4 is controlled to act until the system tension is increased to be within the range of 250N to 256N.
In one example, the engine controller is provided with a regulator switch, which is electrically connected to the electronic actuator 4. And performing tension self-inspection after the engine is electrified. The sensing element 3 feeds back the system tension to the engine controller. After the engine controller processes the system tension, it sends a signal to the electronic actuator 4.
Specifically, the engine controller determines whether the system tension is greater than a target value. If the system tension is greater than the target value, the adjustment device switch is closed, and the tensioner 2 is held at the current position. If the system tension is less than or equal to the target value, the adjusting device switch is activated, the engine can deliver exciting current, the motor in the electronic actuator 4 can rotate to drive the rocker 51, the first stud is dragged to move, the coordinate of the tensioner 2 changes until the system tension output by the detection element 3 meets the design requirement, and the engine controller stops outputting signals to the electronic actuator 4. The whole process can be a PID timely feedback regulation, and finally the convergence state is entered.
The scheme can stabilize the tension tolerance of the system at about 20N, and effectively ensures the stability of the low tension of the system.
The front end gear train of the engine adopting the traditional tensioner has the advantages that the system tension is attenuated from 457N to 254N at the end of the service life, the system tension is large, the friction work of the engine is large, and the belt abrasion is also aggravated to a certain degree. By adopting the improved tensioning device, the system tension can be stabilized in a lower interval (254 and 270N), belt abrasion is reduced, the friction work of an engine is reduced, the oil consumption of the engine is improved, and the service life of each related part and the NVH performance of the engine are improved. Because the system tension is monitored by the engine ECU, the system tension is stable, and the system runs stably.
As shown in fig. 4, an embodiment of the present application further provides a tension control device, which includes a processor 71 and a memory 72 storing a computer program, and when the processor 71 executes the computer program, the steps of the tension control method according to any of the above embodiments are implemented, so that all of the above advantages are achieved, and are not described herein again.
It will be understood by those of ordinary skill in the art that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
The present application describes embodiments, but the description is illustrative rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or instead of any other feature or element in any other embodiment, unless expressly limited otherwise.
The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in this application may also be combined with any conventional features or elements to form a unique inventive concept as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive aspects to form yet another unique inventive aspect, as defined by the claims. Thus, it should be understood that any of the features shown and/or discussed in this application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not limited except as by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.
Further, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other orders of steps are possible as will be understood by those of ordinary skill in the art. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Further, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (13)
1. A tensioner, comprising:
a support member;
the tensioner is movably connected with the support and is used for maintaining the tension of the system;
a detection element configured to detect the system tension; and
and the electronic actuator is connected with the tensioner and is used for driving the tensioner to move relative to the support in a direction of increasing the system tension when the detection element detects that the system tension is reduced so as to maintain the system tension within a set range.
2. The tensioner as in claim 1, wherein the electronic actuator comprises:
a drive member; and
and the one-way clutch is connected with the driving piece and the tensioner to drive the tensioner to move in one direction relative to the supporting piece and lock the tensioner.
3. The tensioner as in claim 2, wherein the one-way clutch is indirectly connected to the tensioner by a linkage mechanism.
4. The tensioner as in claim 3, wherein the linkage mechanism comprises:
one end of the rocker is rotationally connected with the one-way clutch; and
one end of the connecting rod is rotatably connected with the other end of the rocker, the other end of the connecting rod is fixedly connected with the tensioner, and the connecting rod is in sliding connection with the supporting piece so as to drive the tensioner to move in a single direction relative to the supporting piece.
5. The tensioner as in claim 4,
the support piece is provided with a sliding groove, and the connecting rod penetrates through the sliding groove along the depth direction of the sliding groove and can move along the length direction of the sliding groove.
6. The tensioner as in claim 5,
the connecting rod is a first screw rod, and the first screw rod is fixed with the tensioner through threads;
the tensioning device further comprises a second screw, and the second screw and the first screw are arranged at intervals along the length direction of the sliding groove; and the second screw rod is fixed with the tensioner through threads and is in sliding fit with the sliding groove.
7. The tensioning device according to any one of claims 1 to 6, wherein the tensioner comprises:
a tension wheel, on which the detection element is provided; and
and the base is movably connected with the supporting piece and is rotationally connected with the tensioning wheel.
8. The tensioner as in any one of claims 1 to 6,
the electronic actuator is provided with a connector, and the connector is electrically connected with the engine controller;
the detection element is arranged to be electrically connected with an engine controller to feed back system tension to the engine controller, so that the engine controller controls the action of the electronic actuator when the system tension is determined to be reduced, and the electronic actuator drives the tensioner to move relative to the support in a direction of increasing the system tension.
9. An engine front end train, comprising:
a plurality of pulleys;
the belt is sleeved on the belt pulleys; and
the tensioner of any of claims 1 to 8, having a tensioner pressed against the belt to maintain system tension in the engine front end train.
10. A tension control method for controlling the tensioner according to any one of claims 1 to 8, characterized by comprising:
when the engine is powered on, detecting the system tension of a gear train at the front end of the engine;
and when the system tension is determined to be reduced, controlling the electronic actuator to drive the tensioner to move relative to the support member in the direction of increasing the system tension so as to maintain the system tension within a set range.
11. The tension control method according to claim 10,
the setting range is in the range of 250N to 270N.
12. A tension control method as claimed in claim 10 or 11, wherein the set range includes a plurality of consecutive tension sections;
when the system tension is determined to be reduced, controlling the electronic actuator to drive the tensioner to move relative to the support in the direction of increasing the system tension so as to maintain the system tension within the set range comprises the following steps:
when the system tension is determined to be reduced to one of the tension intervals, the electronic actuator is controlled to drive the tensioner to move relative to the support member in a direction of increasing the system tension until the system tension is increased to the adjacent previous tension interval.
13. A tension control device comprising a processor and a memory storing a computer program which when executed by the processor implements the steps of a tension control method as claimed in any one of claims 10 to 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111522222.6A CN114321301A (en) | 2021-12-13 | 2021-12-13 | Tensioning device, engine front-end wheel train, tension control method and device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111522222.6A CN114321301A (en) | 2021-12-13 | 2021-12-13 | Tensioning device, engine front-end wheel train, tension control method and device |
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| CN114321301A true CN114321301A (en) | 2022-04-12 |
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| CN202111522222.6A Pending CN114321301A (en) | 2021-12-13 | 2021-12-13 | Tensioning device, engine front-end wheel train, tension control method and device |
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