EP0664382B1 - Fan drive with liquid friction coupling - Google Patents

Fan drive with liquid friction coupling Download PDF

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Publication number
EP0664382B1
EP0664382B1 EP95100874A EP95100874A EP0664382B1 EP 0664382 B1 EP0664382 B1 EP 0664382B1 EP 95100874 A EP95100874 A EP 95100874A EP 95100874 A EP95100874 A EP 95100874A EP 0664382 B1 EP0664382 B1 EP 0664382B1
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EP
European Patent Office
Prior art keywords
drive
fan
wheel
free
freewheel
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.)
Expired - Lifetime
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EP95100874A
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German (de)
French (fr)
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EP0664382A1 (en
Inventor
Hans Dipl.-Ing. Martin
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Mahle Behr GmbH and Co KG
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Behr GmbH and Co KG
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Publication of EP0664382A1 publication Critical patent/EP0664382A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/042—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using fluid couplings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/14—Condenser

Definitions

  • the invention relates to a fan drive with a fluid friction clutch for motor vehicles according to the generic term of Claim 1.
  • GB-A 1 405 994 has disclosed a fan drive in which the Fan on the one hand by the vehicle's internal combustion engine and on the other hand, can be driven as required by an additional electric motor is.
  • the fan from the internal combustion engine via a fluid friction clutch driven which should act as a freewheel while the drive from Electric motor is switched on via an electromagnetic clutch.
  • the fluid friction clutch is not as Freewheel works, but acts as a brake and thus wastes energy. If namely the electric motor with the clutch switched on the fan and thus drives the housing of the fluid friction clutch and when doing so Lower speed of the drive disc of the fluid friction clutch a torque is transmitted based on the differential speed, which acts as a braking torque. This braking power is power loss, with which puts an additional load on the electrical system.
  • the fan drive known per se is known Fluid friction clutch attached to the vehicle Electric motor switched on via a first freewheel; is a second freewheel in the drivetrain between the engine and clutch drive pulley intended.
  • the connection depends on a suitable one Parameters, for example the fan speed or the coolant or Refrigerant temperature.
  • the Electric motor automatically closes and overtakes due to the freewheel the electric motor and the clutch housing the motor-side drive.
  • the electric motor is powered by the vehicle's battery network and drives via a V-belt drive directly to the output side of the clutch, i.e. on the fan, so that this with relatively little extra power on the brought desired speed and can be kept on this.
  • the second freewheel can either be inside the clutch or be arranged outside the clutch.
  • the first Freewheeling either on the output shaft of the electric motor, i.e. in the first V-belt pulley, or on the hub of the second V-belt pulley and be attached within a coupling-side hollow hub.
  • the freewheel itself is a commercially available part, which builds relatively small and little costs, so that with a minimal cost and construction Speed increase of the fan drive in the relevant case can be achieved.
  • the electric motor can, for example, on the engine block be attached.
  • FIG. 1 shows a schematic representation of a fluid friction clutch known per se, which on the drive side consists of a drive flange 1, a drive shaft 2 and a drive disk 3 fastened thereon.
  • a clutch housing 4 is rotatably mounted on the drive shaft 2 via a hub 5 by means of a ball bearing 6.
  • the housing 4 consists of a working chamber 7 and a storage chamber 8, which are separated from one another by a partition 9, but are in flow connection with one another via openings or valves, not shown.
  • the torque from the drive pulley 3 is transmitted to the housing 4, which carries a fan ring 10, by means of liquid friction of a viscous medium.
  • This fan 10 conveys cooling air through a water cooler, not shown, and a condenser of an air conditioning system of a motor vehicle connected upstream thereof.
  • the clutch is driven via the drive flange 1 by the internal combustion engine of the vehicle.
  • an electric motor 11 is arranged, which is fastened on the vehicle or body side and has an output shaft 12. Via a freewheel 13 fastened on the output shaft 12, the electric motor 11 drives via a first V-belt pulley 14 and a V-belt drive 15 onto a second V-belt pulley 16, which is fastened to the clutch housing 4 or its hub 5.
  • the freewheel 13 arranged between the output shaft 12 of the electric motor 11 and the hub of the first V-belt pulley 14 is a commercially available so-called sleeve freewheel, as is available, for example, from INA, Herzogenaurach.
  • This freewheel 13 is attached to the drive shaft 12 or in the hub of the V-belt pulley 14 in such a way that the electric motor 11 drives the clutch housing 4 only when the speed n 3 of the output shaft 12 is greater than that of the V-belt pulley 14 - then A torque is transmitted to the V-belt drive 15, and the fan 10 is then additionally driven by the electric motor 11.
  • This drive by the electric motor 11 switches on automatically when either the fan 10 falls below a certain minimum speed (and thus no longer delivers sufficient cooling air) or when the temperature of the refrigerant in the above-mentioned condenser of the vehicle's air conditioning system exceeds a certain temperature , ie when the air conditioning system no longer provides sufficient cooling capacity to cool the vehicle interior. This situation occurs particularly when the vehicle is idling and the outside temperatures are correspondingly high. Then the automatically switching on electric motor acts as an additional drive or booster to amplify the drive by the internal combustion engine.
  • FIG. 2 shows a further variant, with the same reference numbers applying to the same parts and therefore not being shown completely in the drawing.
  • a second freewheel 17 is provided between the drive shaft 2 of the clutch and the drive disk 3. If the speed of the drive disk 3 or the speed of the fan n 2 is greater than the drive speed n 1 of the motor, then the drive shaft 2 is overtaken by the clutch housing 4 and no more torque is transmitted. The drive pulley 3 is then only dragged along by the housing.
  • FIG. 3 A further exemplary embodiment is shown in FIG. 3 , in which the freewheel between the output shaft 12 of the electric motor 11 and the first V-belt pulley 14 is omitted and is instead arranged as a freewheel 18 on a hub 19 of the second V-belt pulley 16 and the clutch housing 4 via a clutch-side hub 20 drives.
  • the freewheel 17 is retained. As long as the V-belt pulley 16 does not rotate faster than the clutch housing with the speed n 2 , the drive takes place with the drive speed n 1 via the freewheel 17 on the clutch housing.
  • FIG. 4 A further variant is shown in FIG. 4 , where - as in FIGS. 1 and 2 - a first freewheel 13 is again provided between the electric motor and the first V-belt pulley.
  • the freewheel 17 according to the exemplary embodiments according to FIGS. 2 and 3 is here shifted outward from the clutch housing, specifically as a freewheel 21, which is driven on an inner drum 23 by the motor-side flange 1 and, on the other hand, is fastened in an outer drum 22, which is in turn connected to the drive shaft 2.
  • the function of the motor-side drive 1 on the drive disk 3 corresponds to the exemplary embodiment according to FIG. 3, but the separation of the drive train 1, 2 by the freewheel is arranged outside the clutch, ie no changes need to be made within the clutch.
  • FIG. 5 A last exemplary embodiment is shown in FIG. 5 , which corresponds functionally to the exemplary embodiment according to FIG. 4 - with the difference that the freewheel in the engine-side drive train is designed differently:
  • the coupling hub 5 is axially extended by a cylindrical hub piece 26, which has an additional bearing 25 records in which the motor-side drive shaft stub la is mounted.
  • the latter carries a freewheel 24 on the side opposite the drive flange 1, which is fastened in a hollow hub 22 or drive shaft 2.
  • the motor-side drive thus takes place from the drive shaft stub la via the freewheel 24 to the drive shaft 2 and the drive pulley 3.
  • the V-belt pulley 16 is fastened on the hub 5 on the coupling side.
  • FIG. 6 shows a detailed illustration of the freewheel 13, as he provided in the embodiments of Figures 1, 2, 4 and 5 is.
  • these are a so-called sleeve freewheel, as it is commercially available and for example is offered by INA, Herzogenaurauch.
  • a Sleeve 27 takes needle-shaped rolling or Clamping body 28 on the output shaft 12 of the electric motor be postponed.
  • the sleeve 27 is in a corresponding hole the V-belt pulley 14 pressed.
  • the power flow takes place from the Shaft 12 on the V-belt pulley 14 if the shaft 12 faster when the V-belt pulley 14 tries to turn - then block the clamping body 28.
  • Such sleeve freewheels are also for the rest Cases with the reference numbers 17, 18, 21 and 24 are provided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Pulleys (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Description

Die Erfindung bezieht sich auf einen Lüfterantrieb mit einer Flüssigkeitsreibungskupplung für Kraftfahrzeuge nach dem Oberbegriff des Patentanspruches 1.The invention relates to a fan drive with a fluid friction clutch for motor vehicles according to the generic term of Claim 1.

Ein derartiger Lüfterantrieb wurde durch die DE-C 33 22 779 der Anmelderin bekannt. Bei diesem Antrieb ist vorgesehen, daß der Lüfter bei niedriger Motordrehzahl und entsprechendem Kühlluftbedarf durch den Kühler und/oder den vorgeschalteten Kondensator einer Fahrzeugklimaanlage mit erhöhter Drehzahl läuft, damit die anfallende Wärme durch entsprechende Kühlluftförderung abgeführt werden kann. Bei dem bekannten Antrieb wird die Lüfterdrehzahl über ein mit der Flüssigkeitsreibungskupplung integriertes Planetengetriebe durch Veränderung der Übersetzung erhöht. Ein solcher Antrieb hat sich jedoch nicht bewährt.Such a fan drive was described in DE-C 33 22 779 by the applicant known. With this drive it is provided that the fan at low Engine speed and corresponding cooling air requirement through the radiator and / or the upstream condenser of a vehicle air conditioning system increased speed runs so that the heat generated by appropriate Cooling air can be removed. In the known drive the fan speed via an integrated with the fluid friction clutch Planetary gear increased by changing the ratio. Such a However, the drive has not proven itself.

Durch die GB-A 1 405 994 wurde ein Lüfterantrieb bekannt, bei welchem der Lüfter einerseits durch den Verbrennungsmotor des Fahrzeuges und andererseits durch einen zusätzlichen Elektromotor bedarfsweise antreibbar ist. Bei einer von drei Ausführungsformen dieser Druckschrift wird der Lüfter vom Verbrennungsmotor über eine Flüssigkeitsreibungskupplung angetrieben, die als Freilauf fungieren soll, während der Antrieb vom Elektromotor über eine Elektromagnetkupplung zugeschaltet wird. Nachteilig bei dieser Ausführung ist, daß die Flüssigkeitsreibungskupplung nicht als Freilauf wirkt, sondern als Bremse und somit Energie vernichtet. Wenn nämlich der Elektromotor bei eingeschalteter Kupplung den Lüfter und damit das Gehäuse der Flüssigkeitsreibungskupplung antreibt und wenn dabei die Drehzahl der Antriebsscheibe der Flüssigkeitsreibungskupplung niedriger ist, wird ein Drehmoment aufgrund der Differenzdrehzahl übertragen, welches als Bremsmoment wirkt. Diese Bremsleistung ist Verlustleistung, mit der das Bordnetz zusätzlich belastet wird.GB-A 1 405 994 has disclosed a fan drive in which the Fan on the one hand by the vehicle's internal combustion engine and on the other hand, can be driven as required by an additional electric motor is. In one of three embodiments of this document, the fan from the internal combustion engine via a fluid friction clutch driven, which should act as a freewheel while the drive from Electric motor is switched on via an electromagnetic clutch. Disadvantageous in this embodiment is that the fluid friction clutch is not as Freewheel works, but acts as a brake and thus wastes energy. If namely the electric motor with the clutch switched on the fan and thus drives the housing of the fluid friction clutch and when doing so Lower speed of the drive disc of the fluid friction clutch a torque is transmitted based on the differential speed, which acts as a braking torque. This braking power is power loss, with which puts an additional load on the electrical system.

Es ist daher Aufgabe der vorliegenden Erfindung, einen Lüfterantrieb für Kraftfahrzeuge, insbesondere mit Klimaanlage, zu schaffen, bei welchem die Lüfterdrehzahl bei niedriger Motordrehzahl (im Leerlauf) mit einfachen Mitteln und mit geringer Leistung erhöht werden kann. Diese Aufgabe wird durch die kennzeichnenden Merkmale des Patentanspruches 1 gelöst.It is therefore an object of the present invention to provide a fan drive for To create motor vehicles, in particular with air conditioning, in which the Fan speed at low engine speed (at idle) with simple Medium and can be increased with low power. This task will solved by the characterizing features of claim 1.

Erfindungsgemäß wird zu dem an sich bekannten Lüfterantrieb mit bekannter Flüssigkeitsreibungskupplung ein im Fahrzeug befestigter Elektromotor über einen ersten Freilauf zugeschaltet; ein zweiter Freilauf ist im Antriebsstrang zwischen Motor und Antriebsscheibe der Kupplung vorgesehen. Die Zuschaltung erfolgt in Abhängigkeit von einem geeigneten Parameter, beispielsweise von der Lüfterdrehzahl oder der Kühlmittel- oder Kältemitteltemperatur. Wenn dieser Schwellwert erreicht ist, schaltet der Elektromotor automatisch zu und überholt aufgrund des Freilaufes zwischen dem Elektromotor und dem Kupplungsgehäuse den motorseitigen Antrieb. Der Elektromotor wird über das Batterienetz des Fahrzeuges gespeist und treibt über einen Keilriemenantrieb direkt auf die Abtriebsseite der Kupplung, d.h. auf den Lüfter, so daß dieser mit relativ geringer Mehrleistung auf die gewünschte Drehzahl gebracht und auf dieser gehalten werden kann. Steigt die Motordrehzahl wieder an, kann der Elektromotor ausgeschaltet werden, und aufgrund des Freilaufes wird der Abtrieb des Elektromotors überholt.According to the invention, the fan drive known per se is known Fluid friction clutch attached to the vehicle Electric motor switched on via a first freewheel; is a second freewheel in the drivetrain between the engine and clutch drive pulley intended. The connection depends on a suitable one Parameters, for example the fan speed or the coolant or Refrigerant temperature. When this threshold is reached, the Electric motor automatically closes and overtakes due to the freewheel the electric motor and the clutch housing the motor-side drive. The electric motor is powered by the vehicle's battery network and drives via a V-belt drive directly to the output side of the clutch, i.e. on the fan, so that this with relatively little extra power on the brought desired speed and can be kept on this. Increases the engine speed again, the electric motor can be switched off, and because of the freewheel, the output of the electric motor is overhauled.

Vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen: der zweite Freilauf kann entweder innerhalb der Kupplung oder außerhalb der Kupplung angeordnet sein. Ferner kann der erste Freilauf entweder auf der Abtriebswelle des Elektromotors, d.h. in der ersten Keilriemenscheibe, oder auf der Nabe der zweiten Keilriemenscheibe und innerhalb einer kupplungsseitigen Hohlnabe angebracht sein. Der Freilauf selbst ist ein handelsübliches Teil, welches relativ klein baut und wenig kostet, so daß sich mit minimalem Kosten- und Bauaufwand eine Drehzahlsteigerung des Lüfterantriebes in dem betreffenden Bedarfsfalle erreichen läßt. Der Elektromotor kann beispielsweise am Motorblock befestigt werden.Advantageous embodiments of the invention result from the subclaims: the second freewheel can either be inside the clutch or be arranged outside the clutch. Furthermore, the first Freewheeling either on the output shaft of the electric motor, i.e. in the first V-belt pulley, or on the hub of the second V-belt pulley and be attached within a coupling-side hollow hub. The freewheel itself is a commercially available part, which builds relatively small and little costs, so that with a minimal cost and construction Speed increase of the fan drive in the relevant case can be achieved. The electric motor can, for example, on the engine block be attached.

Ausführungsbeispiele der Erfindung sind in den Figuren 2 bis 6 der Zeichnung dargestellt und werden im folgenden näher beschrieben. Es zeigen:
Sämtliche Figuren jeweils eine Flüssigkeitsreibungskupplung mit einem elektromotorischen Hilfsantrieb und unterschiedlicher Anordnung des oder der Freiläufe - so zeigen

Fig. 1
die Anordnung eines bekannten Lüfterantrieb mit einem Freilauf zwischen Antriebswelle des Elektromotors und Nabe der Keilriemenscheibe,
Fig. 2
die Anordnung eines ersten Freilaufes wie in Figur 1, jedoch mit einem zweiten Freilauf zwischen Antriebswelle und Antriebsscheibe,
Fig. 3
den Antrieb mit einem ersten Freilauf zwischen der kupplungsseitigen Keilriemenscheibe und der kupplungsseitigen Nabe und einen zweiten Freilauf zwischen Antriebswelle und Antriebsscheibe der Kupplung,
Fig. 4
einen ersten Freilauf wie in Figur 1 und 2 und einen zweiten Freilauf zwischen Antriebsflansch und Antriebswelle der Kupplung,
Fig. 5
einen ersten Freilauf wie in Figur 1 und 2 und 4 und einen zweiten Freilauf zwischen Antriebsflansch und Antriebswelle, im Prinzip wie Figur 4, und
Fig. 6
einen Freilauf, detailliert.
Embodiments of the invention are shown in Figures 2 to 6 of the drawing and are described in more detail below. Show it:
All figures each show a fluid friction clutch with an electromotive auxiliary drive and different arrangement of the one or more freewheels - so show
Fig. 1
the arrangement of a known fan drive with a freewheel between the drive shaft of the electric motor and the hub of the V-belt pulley,
Fig. 2
the arrangement of a first freewheel as in Figure 1, but with a second freewheel between the drive shaft and drive pulley,
Fig. 3
the drive with a first freewheel between the clutch-side V-belt pulley and the clutch-side hub and a second freewheel between the drive shaft and the drive pulley of the clutch,
Fig. 4
a first freewheel as in Figures 1 and 2 and a second freewheel between the drive flange and drive shaft of the clutch,
Fig. 5
a first freewheel as in Figures 1 and 2 and 4 and a second freewheel between the drive flange and drive shaft, in principle as Figure 4, and
Fig. 6
a freewheel, detailed.

Figur 1 zeigt in schematischer Darstellung eine an sich bekannte Flüssigkeitsreibungskupplung, die antriebsseitig aus einem Antriebsflansch 1, einer Antriebswelle 2 und einer darauf befestigten Antriebsscheibe 3 besteht. Auf der Antriebswelle 2 ist ein Kupplungsgehäuse 4 über eine Nabe 5 mittels eines Kugellagers 6 drehbar gelagert. Das Gehäuse 4 besteht wie üblich aus einer Arbeitskammer 7 und einer Vorratskammer 8, welche über eine Trennwand 9 voneinander abgeteilt sind, jedoch über nicht dargestellte Öffnungen bzw. Ventile miteinander in Strömungsverbindung stehen. Das Drehmoment von der Antriebsscheibe 3 wird durch Flüssigkeitsreibung eines viskosen Mediums auf das Gehäuse 4 übertragen, welches einen Lüfterkranz 10 trägt. Dieser Lüfter 10 fördert Kühlluft durch einen nicht dargestellten Wasserkühler und einen diesem vorgeschalteten Kondensator einer Klimaanlage eines Kraftfahrzeuges. Der Antrieb der Kupplung über den Antriebsflansch 1 erfolgt durch die Brennkraftmaschine des Fahrzeuges. Im Bereich der Kupplung ist ein Elektromotor 11 angeordnet, der fahrzeug- bzw. karosserieseitig befestigt ist und eine Abtriebswelle 12 aufweist. Über einen auf der Abtriebswelle 12 befestigten Freilauf 13 treibt der Elektromotor 11 über eine erste Keilriemenscheibe 14 und einen Keilriementrieb 15 auf eine zweite Keilriemenscheibe 16, welche mit dem Kupplungsgehäuse 4 bzw. dessen Nabe 5 befestigt ist. Zwischen beiden Keilriemenscheiben 14 und 16 besteht ein Übersetzungsverhältnis i3/2. Der zwischen der Abtriebswelle 12 des Elektromotors 11 und der Nabe der ersten Keilriemenscheibe 14 angeordnete Freilauf 13 ist ein handelsüblicher sogenannter Hülsenfreilauf, wie er beispielsweise bei der Firma INA, Herzogenaurach, erhältlich ist. Dieser Freilauf 13 ist so auf der Antriebswelle 12 bzw. in der Nabe der Keilriemenscheibe 14 befestigt, daß ein Antrieb vom Elektromotor 11 auf das Kupplungsgehäuse 4 nur dann erfolgt, wenn die Drehzahl n3 der Abtriebswelle 12 größer als die der Keilriemenscheibe 14 ist - dann wird ein Drehmoment auf den Keilriementrieb 15 übertragen, und der Lüfter 10 wird dann zusätzlich vom Elektromotor 11 angetrieben. Dieser Antrieb durch den Elektromotor 11 schaltet sich automatisch dann ein, wenn entweder der Lüfter 10 eine gewisse Mindestdrehzahl unterschreitet (und damit nicht mehr genügend Kühlluft fördert), oder wenn die Temperatur des Kältemittels in dem oben erwähnten Kondensator der Klimaanlage des Fahrzeuges eine bestimmte Temperatur überschreitet, d.h. wenn die Klimaanlage nicht mehr genügend Kälteleistung zur Kühlung des Fahrzeuginnenraums erbringt. Diese Situation tritt insbesondere beim Leerlauf des Fahrzeuges und entsprechend hohen Außentemperaturen auf. Dann wirkt der sich automatisch einschaltende Elektromotor quasi als Zusatzantrieb oder booster zur Verstärkung des Antriebs durch die Brennkraftmaschine. Durch das Übersetzungsverhältnis i3/2, d.h. der Drehzahlen n3 von Elektromotor und n2 des Lüfters mittels des Keilriementriebes 14, 15, 16 ist die Verwendung eines optimalen Elektromotors - hinsichtlich Drehzahl, Drehmoment und Gewicht - möglich. FIG. 1 shows a schematic representation of a fluid friction clutch known per se, which on the drive side consists of a drive flange 1, a drive shaft 2 and a drive disk 3 fastened thereon. A clutch housing 4 is rotatably mounted on the drive shaft 2 via a hub 5 by means of a ball bearing 6. As usual, the housing 4 consists of a working chamber 7 and a storage chamber 8, which are separated from one another by a partition 9, but are in flow connection with one another via openings or valves, not shown. The torque from the drive pulley 3 is transmitted to the housing 4, which carries a fan ring 10, by means of liquid friction of a viscous medium. This fan 10 conveys cooling air through a water cooler, not shown, and a condenser of an air conditioning system of a motor vehicle connected upstream thereof. The clutch is driven via the drive flange 1 by the internal combustion engine of the vehicle. In the area of the clutch, an electric motor 11 is arranged, which is fastened on the vehicle or body side and has an output shaft 12. Via a freewheel 13 fastened on the output shaft 12, the electric motor 11 drives via a first V-belt pulley 14 and a V-belt drive 15 onto a second V-belt pulley 16, which is fastened to the clutch housing 4 or its hub 5. There is a transmission ratio i 3/2 between the two V-belt pulleys 14 and 16. The freewheel 13 arranged between the output shaft 12 of the electric motor 11 and the hub of the first V-belt pulley 14 is a commercially available so-called sleeve freewheel, as is available, for example, from INA, Herzogenaurach. This freewheel 13 is attached to the drive shaft 12 or in the hub of the V-belt pulley 14 in such a way that the electric motor 11 drives the clutch housing 4 only when the speed n 3 of the output shaft 12 is greater than that of the V-belt pulley 14 - then A torque is transmitted to the V-belt drive 15, and the fan 10 is then additionally driven by the electric motor 11. This drive by the electric motor 11 switches on automatically when either the fan 10 falls below a certain minimum speed (and thus no longer delivers sufficient cooling air) or when the temperature of the refrigerant in the above-mentioned condenser of the vehicle's air conditioning system exceeds a certain temperature , ie when the air conditioning system no longer provides sufficient cooling capacity to cool the vehicle interior. This situation occurs particularly when the vehicle is idling and the outside temperatures are correspondingly high. Then the automatically switching on electric motor acts as an additional drive or booster to amplify the drive by the internal combustion engine. Due to the gear ratio i 3/2 , ie the speeds n 3 of the electric motor and n 2 of the fan by means of the V-belt drive 14, 15, 16, the use of an optimal electric motor - in terms of speed, torque and weight - is possible.

Figur 2 zeigt eine weitere Variante, wobei hier gleiche Bezugszahlen für gleiche Teile gelten und daher nicht vollständig in der Zeichnung eingezeichnet sind. Zusätzlich zu dem Freilauf 13 ist ein zweiter Freilauf 17 zwischen der Antriebswelle 2 der Kupplung und der Antriebsscheibe 3 vorgesehen. Wenn die Drehzahl der Antriebsscheibe 3 bzw. die Drehzahl des Lüfters n2 größer wird als die Antriebsdrehzahl n1 des Motors, dann wird die Antriebswelle 2 vom Kupplungsgehäuse 4 überholt und kein Drehmoment mehr übertragen. Die Antriebsscheibe 3 wird dann vom Gehäuse lediglich mitgeschleppt. FIG. 2 shows a further variant, with the same reference numbers applying to the same parts and therefore not being shown completely in the drawing. In addition to the freewheel 13, a second freewheel 17 is provided between the drive shaft 2 of the clutch and the drive disk 3. If the speed of the drive disk 3 or the speed of the fan n 2 is greater than the drive speed n 1 of the motor, then the drive shaft 2 is overtaken by the clutch housing 4 and no more torque is transmitted. The drive pulley 3 is then only dragged along by the housing.

Ein weiteres Ausführungsbeispiel ist in Figur 3 dargestellt, wobei dort der Freilauf zwischen der Abtriebswelle 12 des Elektromotors 11 und der ersten Keilriemenscheibe 14 weggelassen und stattdessen als Freilauf 18 auf einer Nabe 19 der zweiten Keilriemenscheibe 16 angeordnet ist und über eine kupplungsseitige Nabe 20 das Kupplungsgehäuse 4 antreibt. Der Freilauf 17 bleibt, wie beim Ausführungsbeispiel in Figur 2, erhalten. Solange also die Keilriemenscheibe 16 nicht schneller dreht als das Kupplungsgehäuse mit der Drehzahl n2, erfolgt der Antrieb mit der Antriebsdrehzahl n1 über den Freilauf 17 auf das Kupplungsgehäuse.A further exemplary embodiment is shown in FIG. 3 , in which the freewheel between the output shaft 12 of the electric motor 11 and the first V-belt pulley 14 is omitted and is instead arranged as a freewheel 18 on a hub 19 of the second V-belt pulley 16 and the clutch housing 4 via a clutch-side hub 20 drives. As in the exemplary embodiment in FIG. 2, the freewheel 17 is retained. As long as the V-belt pulley 16 does not rotate faster than the clutch housing with the speed n 2 , the drive takes place with the drive speed n 1 via the freewheel 17 on the clutch housing.

Eine weitere Variante zeigt Figur 4, wo - wie in Figur 1 und 2 - wiederum ein erster Freilauf 13 zwischen Elektromotor und erster Keilriemenscheibe vorgesehen ist. Der Freilauf 17 entsprechend den Ausführungsbeispielen nach Figur 2 und 3 ist hier aus dem Kupplungsgehäuse hinaus nach außen verlagert, und zwar als Freilauf 21, der auf einer inneren Trommel 23 vom motorseitigen Flansch 1 angetrieben wird und andererseits in einer äußeren Trommel 22 befestigt ist, die ihrerseits mit der Antriebswelle 2 verbunden ist. Die Funktion des motorseitigen Antriebes 1 auf die Antriebsscheibe 3 entspricht dem Ausführungsbeispiel nach Figur 3, allerdings ist die Trennung des Antriebsstranges 1, 2 durch den Freilauf außerhalb der Kupplung angeordnet, d.h. innerhalb der Kupplung brauchen keine Veränderungen vorgenommen zu werden.A further variant is shown in FIG. 4 , where - as in FIGS. 1 and 2 - a first freewheel 13 is again provided between the electric motor and the first V-belt pulley. The freewheel 17 according to the exemplary embodiments according to FIGS. 2 and 3 is here shifted outward from the clutch housing, specifically as a freewheel 21, which is driven on an inner drum 23 by the motor-side flange 1 and, on the other hand, is fastened in an outer drum 22, which is in turn connected to the drive shaft 2. The function of the motor-side drive 1 on the drive disk 3 corresponds to the exemplary embodiment according to FIG. 3, but the separation of the drive train 1, 2 by the freewheel is arranged outside the clutch, ie no changes need to be made within the clutch.

Ein letztes Ausführungsbeispiel ist in Figur 5 dargestellt, welches funktionell dem Ausführungsbeispiel nach Figur 4 entspricht - mit dem Unterschied, daß der Freilauf im motorseitigen Antriebsstrang konstruktiv anders gestaltet ist: Die Kupplungsnabe 5 ist axial um ein zylindrisches Nabenstück 26 verlängert, welches ein zusätzliches Lager 25 aufnimmt, in welchem der motorseitige Antriebswellenstummel la gelagert ist. Letzterer trägt auf der dem Antriebsflansch 1 entgegengesetzen Seite einen Freilauf 24, welcher in einer Hohlnabe 22 oder Antriebswelle 2 befestigt ist. Der motorseitige Antrieb erfolgt somit von dem Antriebswellenstummel la über den Freilauf 24 auf die Antriebswelle 2 und die Antriebsscheibe 3. Die Keilriemenscheibe 16 ist auf der Nabe 5 kupplungsseitig befestigt.A last exemplary embodiment is shown in FIG. 5 , which corresponds functionally to the exemplary embodiment according to FIG. 4 - with the difference that the freewheel in the engine-side drive train is designed differently: The coupling hub 5 is axially extended by a cylindrical hub piece 26, which has an additional bearing 25 records in which the motor-side drive shaft stub la is mounted. The latter carries a freewheel 24 on the side opposite the drive flange 1, which is fastened in a hollow hub 22 or drive shaft 2. The motor-side drive thus takes place from the drive shaft stub la via the freewheel 24 to the drive shaft 2 and the drive pulley 3. The V-belt pulley 16 is fastened on the hub 5 on the coupling side.

Figur 6 zeigt eine detaillierte Darstellung des Freilaufes 13, wie er in den Ausführungsbeispielen nach den Figuren 1, 2, 4 und 5 vorgesehen ist. Dabei handelt es sich, wie bereits oben erwähnt, um einen sogenannten Hülsenfreilauf, wie er handelsüblich ist und beispielsweise von der Firma INA, Herzogenaurauch, angeboten wird. Eine Hülse 27 nimmt auf den Umfang verteilt nadelförmige Wälz- bzw. Klemmkörper 28 auf, die auf die Abtriebswelle 12 des Elektromotors aufgeschoben werden. Die Hülse 27 wird in eine entsprechende Bohrung der Keilriemenscheibe 14 eingepreßt. Der Kraftfluß erfolgt von der Welle 12 auf die Keilriemenscheibe 14, wenn die Welle 12 schneller als die Keilriemenscheibe 14 zu drehen versucht - dann blockieren die Klemmkörper 28. Derartige Hülsenfreiläufe sind auch für die übrigen Fälle mit den Bezugszahlen 17, 18, 21 und 24 vorgesehen.Figure 6 shows a detailed illustration of the freewheel 13, as he provided in the embodiments of Figures 1, 2, 4 and 5 is. As mentioned above, these are a so-called sleeve freewheel, as it is commercially available and for example is offered by INA, Herzogenaurauch. A Sleeve 27 takes needle-shaped rolling or Clamping body 28 on the output shaft 12 of the electric motor be postponed. The sleeve 27 is in a corresponding hole the V-belt pulley 14 pressed. The power flow takes place from the Shaft 12 on the V-belt pulley 14 if the shaft 12 faster when the V-belt pulley 14 tries to turn - then block the clamping body 28. Such sleeve freewheels are also for the rest Cases with the reference numbers 17, 18, 21 and 24 are provided.

Claims (6)

  1. A fan drive with liquid friction coupling, consisting of a drive shaft (2) with drive disc (3) and a gear housing (4) which is rotatably mounted on the drive shaft (2) by means of a coupling hub (5) and bears a fan (10) which is driven via the drive shaft (2) by the engine of a motor vehicle and conveys cool air through the cooler of a cooling circuit and/or the condenser, characterised in that the housing (4) of the liquid friction coupling is driven so that the fan speed can be increased when necessary by means of at least a first free-wheel (13, 18) of an electric motor (11) mounted at the vehicle end and in that a second free-wheel (17. 21. 24) is arranged at the engine end of the drive train (1, 2, 3).
  2. A fan drive as claimed in claim 1, characterised in that the first free-wheel (13, 18) is arranged in the power flow between the output shaft (12) of the electric motor (11) and the coupling housing (4).
  3. A fan drive as claimed in claim 2, characterised in that the first free-wheel (13) is arranged between the output shaft (12) and a first V-belt pulley (14).
  4. A fan drive as claimed in claim 1 or 2 or 3, characterised in that the first free-wheel (18) is arranged between the hub (19) of a second V-belt pulley (16) and a bearing seat (20) at the housing end.
  5. A fan drive as claimed in one of claims 1 to 4, characterised in that the second free-wheel (21) is arranged between an inner drum (23), which is connected to a drive flange (1), and an outer drum (22) which is connected to the drive shaft (2).
  6. A fan drive as claimed in claim 1, characterised in that the coupling hub (5) is axially extended by means of a cylindrical hub-piece (26), in which is received, by means of a ball bearing (25), a driveshaft stub (la) bearing the second free-wheel (24), which is secured in a hollow hub which drives the drive disc (3) via the drive shaft (2).
EP95100874A 1994-01-25 1995-01-23 Fan drive with liquid friction coupling Expired - Lifetime EP0664382B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4401979A DE4401979A1 (en) 1994-01-25 1994-01-25 Fan drive with fluid friction clutch
DE4401979 1994-01-25

Publications (2)

Publication Number Publication Date
EP0664382A1 EP0664382A1 (en) 1995-07-26
EP0664382B1 true EP0664382B1 (en) 1998-12-02

Family

ID=6508566

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95100874A Expired - Lifetime EP0664382B1 (en) 1994-01-25 1995-01-23 Fan drive with liquid friction coupling

Country Status (4)

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US (1) US5617817A (en)
EP (1) EP0664382B1 (en)
DE (2) DE4401979A1 (en)
ES (1) ES2126796T3 (en)

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DE19533642C2 (en) * 1995-09-12 1998-10-08 Behr Gmbh & Co Drive device for the fan of a cooling device of a motor vehicle engine
DE19545390C2 (en) * 1995-12-06 2000-07-27 Behr Gmbh & Co Tandem fan for radiators of motor vehicles
DE19821098A1 (en) * 1998-05-12 1999-11-18 Behr Gmbh & Co Two speed drive for blower for IC engine
DE19821097A1 (en) * 1998-05-12 1999-11-18 Behr Gmbh & Co Two speed drive for blower for IC engine
US5989151A (en) * 1998-08-11 1999-11-23 Siemens Canada Limited Hybrid engine cooling system having electric motor with electro-magnetic clutch
DE10324314B4 (en) * 2002-06-12 2014-02-13 Behr Gmbh & Co. Kg Fan drive for motor vehicles
US7184268B2 (en) * 2005-01-10 2007-02-27 Hewlett-Packard Development Company, L.P. Dynamically adaptable electronics cooling fan
US7866959B2 (en) * 2005-01-24 2011-01-11 Hewlett-Packard Development Company, L.P. Fan clutch for an electronics cooling fan
DE102005062666A1 (en) 2005-12-23 2007-06-28 Behr Gmbh & Co. Kg Drive for fan in motor vehicle has two drive trains in parallel and fan able to be driven via switching clutch or regulating clutch
DE102007056492B3 (en) * 2007-11-22 2009-06-04 Voith Patent Gmbh Fan wheel for use in cooling system utilized for cooling engine of vehicle i.e. lorry, has hydrodynamic coupling comprising secondary wheel integrally formed with fan blades from same material
DE102009033616A1 (en) 2009-07-17 2011-01-20 Karl Heinz Linnig Gmbh & Co. Kg Cooling device, in particular engine cooling device, with a secondary drive machine
DE112010004066T5 (en) * 2009-10-17 2012-10-18 Borgwarner Inc. HYBRID FAN DRIVE WITH ELECTRIC MOTOR
DE102010040629A1 (en) * 2010-09-13 2012-03-15 Behr Gmbh & Co. Kg Engine cooling fan for cooling combustion engine of motor vehicle, has electromotor driving fan wheel, which is freely movable on motor shaft or with motor shaft in switched-off condition of electromotor
DE102011006350A1 (en) * 2011-03-29 2012-10-04 Behr Gmbh & Co. Kg Ventilation device for cooling system of e.g. passenger car, has two fans for moving cool air into two different respective air paths through cooling module and arranged in through-holes of shroud, where electromotor drives one of fans
EP3042441B1 (en) 2013-09-04 2020-12-23 Graco Minnesota Inc. Fan cooled motor with freewheeling fan
JP2022540346A (en) 2019-06-28 2022-09-15 ホートン， インコーポレイテッド Transmission system with planetary gearing operable in forward and reverse modes
CN110925073A (en) * 2019-11-27 2020-03-27 东风商用车有限公司 Engine cooling fan control system

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DE3345340C2 (en) * 1983-12-15 1985-11-28 Daimler-Benz Ag, 7000 Stuttgart Drive for the cooling air fan of an internal combustion engine

Also Published As

Publication number Publication date
ES2126796T3 (en) 1999-04-01
US5617817A (en) 1997-04-08
DE59504368D1 (en) 1999-01-14
DE4401979A1 (en) 1995-07-27
EP0664382A1 (en) 1995-07-26

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