Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
  • F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
  • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
  • F02N15/062—Starter drives
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
  • F02N15/067—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter comprising an electro-magnetically actuated lever
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
  • H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
  • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/043—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer
  • F02N15/046—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer of the planetary type

Definitions

• the invention relates to a starter starter, in particular a motor vehicle engine, equipped with a pinion mounted to rotate freely with respect to the starter motor shaft, and its pinion coupling system. starter motor shaft.
• the starter In order to start the engine of a vehicle, it is known to use a starter capable of transmitting mechanical energy to turn a crankshaft of the engine via gear wheels.
• the starter comprises a pinion installed on a drive shaft driven in rotation by a rotor of an electric motor.
• This pinion is provided with teeth capable of meshing with the teeth of a toothed wheel coupled to the crankshaft of the engine.
• the invention finds a particularly advantageous application for vehicles equipped with the stop / restart function engine also known under the name Anglo-Saxon "stop & start” (described below) equipped with starter launcher.
• Launcher starter means that the pinion is movable in translation and is capable of passing from a rest position, in which the pinion is disengaged from the toothed wheel coupled to the heat engine, to an active position in which the pinion is geared with the gear wheel and vice versa.
• the starter is provided with a launcher assembly connected to a movable contactor via a lever capable of moving the pinion from the rest position to the active position.
• the inverted rotation of the crankshaft gearwheel can mill the pinion because it resists this rotation.
• This resistance is either due to the fact that the rotor is already driven in the direction of starting rotation is due to a large resisting torque from the force of the brushes on the rotor collector, the inertia of the rotor and possibly a reducer between the rotor shaft and the pinion.
• the collector of the rotor also rotates in the opposite direction (reverse rotation), which can destroy or prematurely wear the brushes feeding the rotor.
• a known solution is to avoid this problem by requiring the starter launcher to engage its gear in the gear only when the engine is at a total stop (after the swing phase).
• this solution has the disadvantage of having a restart after a delay due to waiting for the engine to stop completely.
• the manufacturers have preferred to introduce permanent meshing starters.
• These starters may further comprise an anti-rotation free wheel in the opposite direction located on the rotor shaft, a part of which is integral with the starter casing to prevent rotation of the rotor in the opposite direction.
• a torque limiter can also be installed on the transmission line between the crankshaft and the freewheel anti-rotation in the opposite direction in order to prevent the counter-rotating freewheel in reverse direction from preventing the crankshaft from turning in the opposite direction.
• these starters have several disadvantages.
• a first disadvantage is that these starters make noise constantly. Indeed, the fact is that they are always in mesh with the engine and that they drive a set of mechanical members to a freewheel speed or torque limiter can be placed in the starter.
• One solution to avoid this noise problem is to install the overspeed free wheel upstream of the pinion, that is to say the part between the crankshaft and the starter pinion. However, this installation causes a decrease in the compactness of the flywheel,
• a second disadvantage is the wear or oversizing of some part in the transmission line between the starter rotor and the crankshaft due to mechanical stresses, during the swing phase. Indeed, all the members allowing the transmission of rotation between the crankshaft and the freewheel, are subjected to very significant mechanical stresses due to the resistant torque in particular applied by the heat engine on the torque limiter.
• Resilient torque means friction forces against rotation.
• this resistant torque can be multiplied by the speed reducer.
• the rotor can rotate in the inverted rotation that can destroy or prematurely wear the brushes feeding the rotor.
• the invention proposes a starter with a launcher, a heat engine, especially a motor vehicle, comprising an electric motor.
• the electric motor comprises a rotor, a stator and a rotor shaft having a longitudinal axis.
• the rotor rotates the rotor shaft about its longitudinal axis in a starting rotational direction, when the electric motor is electrically powered.
• the starter further comprises a drive shaft which can be coupled in rotation with the rotor shaft and rotatable about its longitudinal axis.
• connectable is meant that the drive shaft can be rotatably integral directly or by means of a gearbox or through a coupling system which couples them when it is activated.
• the starter further comprises a pinion mounted on the drive shaft, rotatable about the longitudinal axis of the drive shaft, the pinion being movable in translation relative to the drive shaft, between a rest position and an active position.
• the starter further comprises a system for coupling a rotational movement in a direction of rotation from the rotor shaft to the pinion, the coupling system being able to change from a uncoupled state to a coupled state and vice versa, wherein in the coupled state, the rotor shaft is integral in the direction of starting rotation to the pinion, and wherein in the uncoupled state, the pinion is disengaged in both directions of rotation of the rotor shaft.
• the starter further comprises a displacement system for moving the pinion from its rest position to the active position and vice versa, further moving the coupling system to the uncoupled state as it moves the pinion to the active position.
• active position is meant the position in which the pinion is in position to be engaged with the ring and rest position, the position when the starter is not electrically powered.
• the coupling system can be mounted between the drive shaft and the rotor shaft but can also be mounted between the pinion and the drive shaft.
• the pinion is mounted idler relative to the rotor shaft (that is to say, free to rotate or disengaged in rotation, in both directions of rotation relative to the rotor shaft of the rotor. electric motor of the starter) and the coupling system makes it possible to transmit the torque from the electric motor to the pinion when it is activated.
• the starter according to the invention has a stator surrounding the rotor.
• the pinion is adapted to drive in rotation a crankshaft of a combustion engine including vehicle.
• the pinion in the rest position, the pinion is disengaged and in the active position, the pinion is adapted to be meshed with a toothed wheel rotatably with a crankshaft of a heat engine.
• the coupling system in the coupled state is able to transmit between the pinion and the rotor shaft the necessary torque to start the engine by transferring the rotary movement from the rotor shaft to the pinion in the active position. when the electric motor is powered to start the engine.
• the pinion and the members integral in rotation with the latter are free to rotate in both directions relative to the rotor shaft when the coupling system is in the uncoupled state and can be driven in rotation by the engine in operation when the coupling system is in the coupled state.
• the coupling system is able to move from the coupled state to the uncoupled state when the pinion is rotated in the opposite direction to the rotation direction of the start.
• pinion assembly is meant the pinion and the members integral in rotation with it in the uncoupled state. This freedom in rotation solves, in the balancing phase, the brush wear problem since the rotor shaft (thus also the collector) is no longer rotated in the opposite direction.
• the pinion In the uncoupled state, the pinion being free to rotate, for example mounted idly on the drive shaft, has virtually no torque resistance to this rotation reversed Guste a torque caused by the friction of the pinion assembly on its shaft and its inertia much lower than that of the resisting torque of the starters of the prior art) unlike the case where the pinion drives the rotor or uses the torque limiter.
• the pinion synchronizes with the toothed wheel.
• the duration of the contact between a portion of the front face of the pinion and a portion of the front face of the gear wheel is not long enough to cause milling as in the case of the prior art. Synchronization means that the pinion coordinates with the speed of rotation of the wheel toothed, that is to say that the pinion rotates at the speed of the gear multiplied by the transmission ratio therebetween.
• the invention thus relates to a starter with a heat engine, especially a motor vehicle, comprising an electric motor comprising a rotor shaft having a longitudinal axis.
• the electric motor further comprising a rotor, also called armature, mounted on the rotor shaft.
• the electric motor comprising a stator, also called inductor, around the rotor.
• the rotor rotates the rotor shaft about its longitudinal axis in a starting rotational direction, when the electric motor is electrically powered.
• the starter further comprises a drive shaft which can be coupled in rotation with the rotor shaft and rotatable about its longitudinal axis.
• the starter further comprises a pinion mounted on the drive shaft, rotatable about the longitudinal axis of the drive shaft, the pinion being movable in translation along the axis of the drive shaft between a rest position and an active position.
• the starter further comprises a displacement system for moving the pinion from its rest position to the active position and vice versa.
• the starter further comprises a system for coupling a rotational movement in a direction of rotation from the rotor shaft to the pinion, the coupling system being able to move from a uncoupled state to a coupled state and vice versa, in which in the coupled state, the rotor shaft is secured in the direction of starting rotation to the pinion, and wherein in the uncoupled state, the pinion is disengaged in both directions of rotation of the rotor shaft.
• the pinion is mounted idly on the drive shaft, the drive shaft is integral in rotation with the rotor shaft, and the coupling system in the uncoupled state, disengages in rotation in both directions the pinion of the drive shaft, and in the coupled state rotatably secures the pinion to the drive shaft in the direction of startup rotation by coupling it.
• the drive shaft can therefore be designed to rotate only in one direction.
• the drive shaft is rotatably coupled to the rotor shaft directly or through other elements such as a gearbox.
• the coupling system is able to move from the uncoupled state to the coupled state if the pinion is in the active position. This ensures that the coupling system switches to the coupled state when the pinion is meshing with the gear wheel.
• the coupling system is able to move from the uncoupled state to the coupled state when the pinion is locked in translation along its axis relative to the rotor shaft and the electric motor is powered. electrically.
• the coupling system can use the mechanical or electrical energy respectively from the electric motor or the power supply supplying the motor to modify its state to rotate the pinion to the rotor.
• the coupling system comprises a movable driver adapted to translate from a position uncoupled to a position coupled with respect to the pinion along the axis of the drive shaft when the electric motor is powered, a means for moving the driver, a clutch device for rotatably coupling the drive shaft to the gear, and wherein the driver acts on the clutch device to rotate the shaft driving the pinion when the pinion is locked in translation along its axis relative to the drive shaft and that it translates to the pinion.
• the means for moving the driver is an electromagnetic device. This embodiment makes it possible to control the translation of the driver independently of the electric power supply of the electric motor of the starter.
• the means for moving the driver comprises a portion of the drive shaft provided with helical splines, a tapping complementary to the helical splines on the trainer adapted to move it relative to the shaft of driving, from an initial position to a final position, following a helical movement cooperating with the flutes.
• This embodiment makes it possible to use the energy of the electric motor to move the driver towards the pinion in order to engage the clutch device and thus rotate the pinion to the rotor shaft.
• the clutch device is friction comprising at least a first friction member integral in rotation with the driver comprising at least a first friction surface, at least a second friction member integral in rotation to the pinion comprising at least a second friction surface facing the first friction surface of the first friction member, wherein in the coupling state, the driver is in the coupled position and exerts a force on the first friction member against the second friction member for the drive shaft to transmit its rotational movement to the pinion, and wherein in the uncoupled state, the driver is in the uncoupled position allowing the first friction member to have its surface or surfaces friction sliding or spaced relative to the second friction surface of the second friction member to uncouple the rotating torque from the shaft of gear drive.
• This embodiment makes it possible to use the mechanical energy making it possible to translate the driver towards the pinion to engage the clutch device.
• the friction clutch device and multiple disks, wherein the first friction member is an inner disk rotatably integral with the coach and can translate relative to the trainer along of the shaft of the drive shaft, the second friction member is an outer disk located inside a drive flange integral in a direction of rotation with the pinion, the outer disk being rotatably integral with with the flask driving and can translate along the axis of the drive shaft relative to the pinion.
• having multiple disks increases the total friction area to increase the transmittable torque for a predetermined compression.
• the friction clutch device is conical clutch, wherein, the first and the second friction surface are two complementary frustoconical surfaces.
• the first friction member is mounted on the driver and forms a shoulder on the latter such that the first friction surface is an external surface, and the second friction member surrounds the first friction member such that the second friction surface is an inner surface surrounding the first friction member.
• This embodiment has the advantage of reducing the clutter of the coupling system.
• the displacement system comprises a contactor and a fork, the switch being able to actuate the fork to translate the pinion from the initial position to the active position.
• the starter comprises a member integral in translation with the pinion comprising a pusher portion, adapted to be in contact with a member of the displacement system to be pushed by the latter.
• This embodiment has the advantage of ensuring that the displacement system acts directly on the pinion.
• the trainer comprises a shoulder located between the pinion and the pusher, in which the displacement system can advance the trainer through the pusher member and the shoulder and in which the advancement of the driver by the displacement device prevents the coupling system from passing from the uncoupled state to the coupled state.
• This embodiment prevents the displacement system from acting on the coupling system while the pinion is not yet engaged.
• the shoulder located between the pinion and the pusher is the shoulder forming the second friction member.
• This embodiment makes it possible to increase the compactness of the starter.
• the displacement system moves the pinion to the active position by pulling it and moves it to the rest position by pushing it.
• the displacement system comprises an electromagnet device and moves the pinion from the active position to the rest position and vice versa by magnetism and a return means.
• the member further comprises a second shooter portion, the shooter forming a groove with the pusher in which is inserted at least one end of the fork, the shooter for moving the pinion to its initial position.
• This embodiment has the advantage of ensuring a constant space between the pusher and the shooter. This makes it possible to avoid disturbing the travel of the fork to move the gear when wear of parts of the starter, for example friction surfaces, causes a change in the movement distance of the driver between its coupled position and the position uncoupled.
• the trainer comprises a second shooter shoulder forming a groove with the pusher in which is inserted at least one end of the fork, the shooter allowing the displacement system to move the pinion to its initial position.
• This embodiment has the advantage of ensuring the transition from the coupled state to the uncoupled state of the coupling system during the gearing of the pinion of the toothed wheel.
• the displacement system for moving the pinion from its position to rest in the active position and vice versa moves the pinion through a piece at least integral in rotation with the pinion.
• the displacement system for moving the pinion from its rest position to the active position and vice versa moves by acting directly on the pinion.
• the displacement system initially moves the pinion to the active position without moving the starter, then in a second step moves the entire coupling system.
• the displacement system pushes on a piece fixed to the drive flange.
• the invention further relates to a motor vehicle comprising a starter previously described.
• the invention further relates to a method of operating a starter starter when starting a thermal engine of a vehicle in a swing phase, the method comprising: a step A of advancing a starter gear, the pinion being free to rotate in both directions with respect to a drive shaft, until it is in contact with a gear wheel mechanically connected to a crankshaft of the heat engine, a step B, after the step A, consisting in synchronizing the rotational speed of the pinion with the speed of rotation of the toothed wheel when the pinion is in the tooth against tooth position with the toothed wheel, a step C, after step B, of meshing the pinion in the toothed wheel, when the pinion is synchronized with the toothed wheel, a step D of supplying an electric motor of the starter, even if steps B and C are not completed, a sub-step D1, after step D, of activating a coupling system rotatably coupling the pinion to the drive shaft mechanically connected to the rotor if the pinion is locked in translation
• This method makes it possible to ensure that the pinion does not drive the electric motor of the starter in a reverse direction during a swinging phase.
• the starter is the starter according to the invention described above.
• the pinion rotates in the opposite direction to the start direction.
• FIGS. 2a, 2b and 2c respectively represent a sectional view, a partial sectional view and a front view of a first example of a coupling system comprising a multi-plate clutch device in the coupled position of the launcher starter shown in Figure 1;
• Figures 2d, 2e respectively show a sectional view and a partial sectional view of the first example of the coupling system in the uncoupled state of the starter starter shown in Figure 1;
• Figures 3 and 4 show sectional views of the starter starter shown in Figure 1 but respectively in the active position and in the tooth against tooth position;
• Figure 5 shows a sectional view of a second exemplary coupling system of a starter starter, according to another embodiment;
• Figure 6 shows a sectional view of a third example of a coupling system of a starter starter according to the other embodiment, comprising another embodiment of the clutch device;
• FIG. 1 shows a sectional view of a starter-type starter in the rest position according to the invention
• FIGS. 2a, 2b and 2c
• FIG. 7 represents a sectional view of a fourth example of a coupling system of a starter starter according to the other embodiment comprising another embodiment of the clutch device;
• Fig. 8 is a sectional view of a fifth example of another embodiment of the starter starter coupling system according to the other embodiment comprising a cone friction clutch device;
• FIGS 1, 3 and 4 show an example of a starter 1 according to a first embodiment of the invention in different positions.
• the starter 1 is of the "launcher" type.
• the starter 1 comprises an electric motor comprising firstly a rotor 3, also called armature, mounted on a rotor shaft 5 rotatable about its longitudinal axis X and secondly a stator 7, also called inductor around the rotor 3.
• the rotor shaft 5 has its rear end mounted in a bearing 5a of a bearing 1 1b at the rear of the starter 1 (called rear bearing).
• the terms back and front are defined in the following description.
• Behind the rotor 3 is mounted on the shaft of the rotor 5, a manifold 9 comprising contact parts electrically connected to the rotor 5.
• the stator 7 is carried by a carcass 1 1.
• the stator 7 may comprise a plurality of permanent magnets. Alternatively, these magnets are replaced by electromagnets.
• the starter 1 further comprises a pinion 13 idly mounted on a drive shaft 15.
• the pinion is adapted to translate on the drive shaft along the longitudinal axis X between an active position and a rest position.
• the drive shaft 15 has one of its ends mounted on a bearing 1 1 a (called front bearing) comprising one or more needle bearings 15a on the front part of the starter 1.
• the pinion 13 is mounted on two needle bearings.
• the pinion 13 is mounted to translate along the X axis relative to the drive shaft 15 from a rest position to an active position. In the active position, the pinion 13 is intended to drive in rotation a toothed wheel 100 driving in rotation a crankshaft of a heat engine (not shown).
• the axis X of the drive shaft 15 is substantially the same as the axis X of the rotor shaft 5 but could be different as in the examples described below
• the front and rear are in the longitudinal direction of the X axis of the drive shaft 15 or rotor shaft 5 such that a front face of an organ is the face facing the front bearing 1 1 a and the rear face is the side facing the rear bearing 5a.
• the starter 1 further comprises a pinion displacement system
• This displacement system comprises a contactor 23 and a fork-shaped lever described below in the description.
• the starter 1 further comprises a reduction system 17 mounted between the rotor shaft 5 and the drive shaft 15, one dynamic end of which is connected to the rotor shaft 5 and the other end is connected to The drive shaft 15.
• the reduction system 17 is in this case an epicyclic gear train but can be any other gear type.
• the reduction system 17 could comprise two gears, one of which is secured to the shaft of the rotor 5 and the other of the drive shaft 15.
• the two axes of the rotor shaft 5 and the drive shaft 15 are offset in parallel.
• the reduction system 17 may be geared left or gear concurrent. In these two types of reduction system 17, the axis of the drive shaft 15 and the axis of the rotor shaft 5 are respectively concurrent or neither parallel nor concurrent.
• a group of brushes 19a and 19b is provided for the power supply of the rotor winding 3. At least one of the brushes 19b is electrically connected to the ground of the starter 1, for example the carcass 1 1, and at least one other brushes 19a is electrically connected to an electrical terminal 21a of the contactor 23, for example via a wire.
• the brushes 19a and 19b rub on the collector 9 when the rotor 3 is rotating.
• the starter 1 may comprise a plurality of brushes.
• the contactor 23 of the starter 1 comprises in addition to the terminal 21a connected to the brush 19a, a terminal 21b intended to be connected via an electrical connection element to a positive power supply V + of the vehicle, in particular a battery, not shown.
• a normally open contact located between a terminal V + of the power supply and the terminal 21b controls the power supply of the contactor 23 to start the electric motor.
• the contactor 23 comprises a movable contact plate 25 for electrically connecting the terminals 21b and 21a to supply the electric motor.
• the contactor 23 is also able to actuate a fork 27 to move the pinion 13 along the X axis of the drive shaft 15 relative to the drive shaft 15 from the rest position to the active position and vice versa .
• the contactor 23 also comprises a movable core 29, a fixed core 28, a fixed coil 26, a movable control rod 24 and a movable rod 241.
• the control rod 24 passes through the fixed core 28 which serves as a guide.
• This control rod 24 has its front end bearing on the movable core 29 and its rear end attached to the contact plate 25.
• the control rod 24 is subjected to the action of a compressed contact spring (not referenced) between a shoulder of the control rod 24 and the contact plate 25 to ensure electrical contact of the contact plate with the terminals 21a and 21b when the movable core 29 is in a so-called magnetized position.
• the movable rod 241 is fixed at its front end to the fork 27.
• the movable core 29 is attracted to the fixed core 28 until it is in a magnetized position. Its displacement simultaneously drives the movable rod 241, the contact plate 25 and the control rod 24 towards the rear.
• the movable rod 241 is further subjected to a tooth against tooth spring 291 housed inside the movable core 29 and surrounding the movable rod 241. This tooth against tooth spring 291 rests on a front shoulder of the movable rod 241 and a rear shoulder of the movable core 29. This tooth against tooth spring 291 is compressed when the contact plate 25 moves towards the terminals 21 b, 21 a and when the fork 27 can not advance the pinion 13.
• the fork 27 can not more advance when the pinion 13 is blocked in translation along the X axis in the direction of the toothed wheel 100 by one or teeth of the toothed wheel 100.
• This blocked state is called in the following "tooth-to-tooth position" visible on Figure 4. This position is described below in the description.
• the compression of the tooth against tooth spring 291 makes it possible to apply a force on the fork 27 transmitted to the pinion 13 towards the active position.
• the contactor 23 further comprises a return spring 290, bearing on the fixed coil 26 and the movable core 29 to urge it forward to its rest position and simultaneously move the fork 27 until the pinion 13 is in the rest position.
• the starter 1 further comprises a coupling system 30 disposed between the pinion 13 and the reduction system 17.
• This coupling system 30 can move from a uncoupled state to a coupled state and vice versa.
• the rotor shaft 5 In the coupled state, the rotor shaft 5 is secured in the direction of starting rotation to the pinion 13.
• the pinion 13 In the uncoupled state, the pinion 13 is disengaged in the two directions of rotation of the rotor shaft 5.
• this coupling system makes it possible to couple the pinion 13 to the drive shaft 15.
• FIG. 2a shows a section of this system of FIG. coupling 30 and pinion 13 without the drive shaft 15.
• the coupling system 30 comprises a driver 32 and a drive flange 38.
• the drive flange 38 is at least integral in rotation in the direction of rotation of the start with the pinion 13.
• the drive flange 38 is integral with the pinion 13 and is integral in rotation and in translation. .
• solidarity in translation means two integral members such that if one is made to translate between two positions, the second member moves simultaneously with the first.
• the pinion 13 is mounted on a rear portion of the drive flange 38 by means of a key and a groove allowing the pinion 13 to be integral only in rotation.
• the drive flange 38 forms a shoulder relative to the pinion 13.
• This flange 38 axially surrounds a portion of the driver 32. Surrounding means that the driver 32 is partly inserted in a hollow of the driving flange 38.
• the drive flange 38 and the driver 32 can each turn about itself about the axis X of the drive shaft 15.
• the driver 32 has a through opening from a front face to a rear face, through which the drive shaft 15 is inserted.
• the opening is cylindrical except for a portion where the driver 32 comprises on its inner periphery helical tapping grooves 320, visible in Figure 2a.
• This tapping 320 is complementary with a helical thread 34 formed by grooves located on a portion of the drive shaft 15.
• the Tapping and threading are part of the coupling system 30.
• the thread 34 is shown in Figures 1, 3 and 4.
• This tapping 320 and thread 34 allows the driver 32 to be driven in translation (and rotation) along the axis X with respect to the drive shaft 15.
• the driver 32 is movable from an initial position (see Figure 1) to a final position (see Figure 3) relative to the shaft Training 15.
• the thread 34 and the tapping 320 are adapted to move the driver 32 towards the pinion 13 from a disengaged position (see FIG. 1) to a coupled position (see FIG. 3) with respect to the pinion 13.
• the Trainer 32 can move along the X axis relative to the pinion 13 towards it when it is in the uncoupled position, the motor drives the rotor 3 in rotation and the pinion 13 is immobile in translation. Its movement towards the pinion 13 makes it possible to activate a clutch device 36 to couple in rotation the drive shaft 15 to the pinion 13.
• the driver 32 further comprises a shoulder 322 on its outer periphery.
• the driver 32 is in this case a shaft whose outer periphery is fluted and includes shoulders.
• the X axis of the driver 32 is identical to that of the drive shaft 15 when they are assembled together.
• This shoulder 322 comprises at least two radial faces, a bearing face 323 for translating the driver 32 forward along the X axis when the fork 27 moves from the deactivated position to the activated position relative to the carcass 1 1 and a pressure face 324 forming part of the clutch device 36.
• the coupling system thus comprises a clutch device 36 for securing the drive flange 38 and the driver 32 in rotation in order to make the pinion 13 integral with the rotor 3.
• the coupling system 30 shown is a device clutch 36 friction, in particular disc.
• This disk clutch device 36 comprises at least one disk 361, 382.
• the disk 361, 382 can translate along the X axis with respect to a first member and is integral in rotation with the latter.
• the first member may be the driver 32 or the drive flange 38.
• the disc 361, 382 comprises lugs 361a and the first member comprises notches corresponding to the lugs 361a of the disc 361, 382 to allow the disc 361, 382 to translate along the X axis relative to the first member 32, 38 and to be integral in rotation with the latter.
• the disc 361, 382 comprises a friction surface, also called friction surface, 361 b, 382b adapted to come into contact with a friction surface secured in rotation with a second member.
• the second member is the driver 32 or the drive flange 38.
• the friction surface 361 b of the disc 361, 382 and the friction surface secured in rotation with the second member 32, 38 comprise characteristics such that they allow transferring a predetermined torque for a predetermined axial compression between the disk surface and the friction surface.
• the predetermined torque is such that the starter 1 can start the engine and the predetermined compression corresponds to the pressure of the driver 32 on the pinion 13 when the driver 32 is in the coupled position.
• the clutch device 36 shown in the figures is described in more detail in the following description.
• the disk clutch device 36 is in this case multi-disk 36.
• This clutch device 36 comprises on the one hand internal disks 361 and on the other hand external disks 382 respectively mounted on the outer periphery of the disk. 32 and in the hollow of the drive flange 38.
• the number of internal disks 361 is two and the number of external disks 382 is three.
• the internal disks 361 have a through opening between its two largest faces whose inner periphery substantially corresponds to the outer periphery of the driver 32 surrounded by the drive flange 38.
• the internal disks 361 are arranged to be integral in rotation with the driver 32 and to translate on the surface or surfaces forming the outer periphery of the driver 32 surrounded by the drive flange 38.
• the outer disks 382 comprise an outer periphery substantially corresponding to the inner periphery of the hollow of the flange 38.
• the external disks 382 are arranged to be integral in rotation with the drive plate 38 and to translate on the inner peripheral surface or surfaces of the drive plate 38 surrounding a portion of the drive 32.
• the clutch device 36 comprises at least one notch 321 located in the outer periphery of the driver 32 surrounded by the drive flange 38.
• the notch 321 extends along the axis X of the 32.
• This notch 321 has a depth that extends radially in the driver 32 towards the axis X.
• this notch 321 opens on a front face of the driver 32 to insert pins 361 has internal disks 361.
• the length along the axis X of the notch 321 is such that the shoulder 322 is located at the longitudinal end of the notch 321 opposite the end of the notch 321 opening on the front face.
• the driver 32 has several notches 321 preferably evenly distributed around the outer periphery of the driver 32 to distribute mechanical stresses on the coach 32.
• each inner disk 361 comprises as many lugs 361a internal as notches 321. These lugs 361a are complementary with the notches 321 of the coach 32. The lugs 361a and the notches 321 allow the internal disks to translate along the X axis and to be integral in rotation with the X axis.
• the lugs 361a of an inner disk 361 are located on the inner periphery of the opening of the inner disk 361 so as to cooperate with the notches 321 of the driver 32.
• the external disks 382 are mounted in the drive flange 38 by means of at least one lug 382a and at least one corresponding notch 381.
• the clutch device 36 comprises at least one notch 381 located in the inner periphery of the drive flange 38.
• This notch 381 is for example a groove, whose depth extends radially in the flange. drive 38 and whose length extends along the axis X.
• the notch 381 opens on a rear face of the drive flange 38 to allow to insert a lug 382a of each outer disk 382 in the notch 381.
• the length of the notch 381 along the X axis of the drive flange 38 is at least equal to the length along the X axis between a disk stop 383 and the rear face of the drive flange.
• This disc stop 383 is located in the hollow of the drive flange 38. In this case, the disc stop 383 is located on one face in the hollow of the drive flange 38 perpendicular to the X axis of the flange. drive flange 38.
• Each outer disk 382 therefore comprises at least one lug 382a corresponding to the notch 381. This lug 382a is on the periphery of the outer disk 382 and extends radially.
• Each outer disk 382 is mounted in the drive plate 38 having their lugs 382a inserted into the notches 381 of the drive plate 38.
• the internal disks 361 are thus integral in rotation with the driver 32 and the external disks 382 are integral in rotation with the drive plate 38.
• the disks 361 and 382 can slide along the X axis through the notches 321, 381 and their lugs 361 a, 382a corresponding.
• the coupling system 30 further comprises a ring 39 closing the rear of the drive flange 38.
• the ring 39 comprises two plates 391, 392 surrounding the driver 32.
• the plates are disk-shaped.
• the plates 391, 392 form between them an external radial groove.
• the first plate 391 closes the rear of the drive flange 38 and the second 392 is parallel to the first.
• the first plate 391 is called pusher 391 and the second plate 392 is called gunner 392.
• the groove is intended to receive two ends of the fork 27.
• the rear portion of the driver 32 is inserted into the ring 39.
• the driver 32 and the ring 39 are mounted with clearance.
• the ring 39 is further fixed on the rear portion of the drive flange 38.
• the ring 39 is fixed by pressure against the rear face of the drive flange 38. More specifically, one end of the first ring 39 is compressed between the rear face of the drive flange 38 and a resiliently deformed plate of a holding member 41 which conforms to the shape of the outer periphery of the drive flange 38.
• Other means may be used to secure the ring 39, such as by welding, by screwing or by clipping (elastic deformation).
• the pusher 391 is therefore coupled at least in translation with the pinion 13, in this case they are also coupled in rotation.
• the pusher 391 is adapted to prevent the fork 27 from being in direct contact with the driver 32 when the latter is activated. Thus, the fork 27 does not push the coach 32 directly.
• the pusher 391 is adapted to allow the fork 27 to translate the pinion 13 from the rest position to the active position.
• active position is meant in the geared position with the gear.
• the arrangement of the pinion 13, the pusher 391, the driver 32 and the displacement system are arranged in such a way that the piston displacement system does not activate the clutch device 36 when the control system displacement moves the pinion 13 from the rest position to the active position.
• the pusher 391 is positioned between the shoulder 322 of the driver 32 and the rotor 3.
• the driver 32 therefore has its shoulder 322 between the pusher 391 and one of the disks 382 of the clutch device 36.
• the pusher 391 is intended to push the pinion 13 forward in translation along the X axis when the fork 27 passes from the deactivated position to the activated position. In addition, the pusher 391 is also intended to push the driver 32 forward by pushing the shoulder 322 without engaging the clutch device 36.
• the shooter 392 is intended to pull the pinion 13 rearward as the fork 27 moves from the activated position to the deactivated position.
• This ring 39 has the advantage of having a groove of constant length for the fork 27 between the pusher and the shooter 392 even if the disks 361, 382 are worn. This constant play, makes it possible to be sure that the fork 27 does not prevent the coach 32 from advancing relative to the pinion 13 and thus to mate with the latter.
• this first example has the advantage of preventing the pinion 13, in the rest position, moving in translation when the starter 1 is in the passive state (not powered).
• the dimensions and arrangement of the discs 361, 382, the drive flange 38, the driver 32 and the pusher 391 are such that when they are assembled, the driver 32 can move in translation. along the axis X with respect to the drive flange 38 (thus also relative to the pinion 13) between two positions, a coupled position, shown in Figures 2a and 2b, and a disengaged position, shown in Figures 2d and 2e .
• the axial distance between the disc stop 383 and the front face of the pusher 391 is greater than the thickness of the set of discs 361, 382 and the shoulder 322. This difference corresponds to the set A, shown in FIGS. 2b and 2nd.
• This game A represents the race between the coach 32 compared to the driving flange 38 between his two positions.
• the external disks 382 and internal disks 361 are contiguous and sandwiched (wedged on both sides) by the disk stop 383 and the shoulder 322.
• the A-piece is thus located between the pusher 391 and the shoulder 322.
• the disks 361, 382 are compressed with each other between the disk stop 383 and the shoulder 322.
• This compression couples the pinion 13 to the drive shaft 15.
• the compression of the discs 361, 382 increases the coefficient of adhesion between these discs 361, 382 to rotate the driver 32 to the driving flange 38 to a predetermined torque. Beyond this torque, the disks 361, 382 slide.
• This predetermined torque corresponds at least to the torque necessary to start the engine from the electric motor of the starter 1.
• the set A is represented as situated between the last disk 382 and the shoulder 322. Nevertheless, it can be divided into several games reflected between the disk stop 383, the disks 361, 382 and the pressure face 324.
• the outer disks 382 and inner disks 361 are contiguous without being compressed and the set A is located between the last disk and the shoulder 322.
• the shoulder 322 is therefore attached to the pusher 391.
• the adjustment of the clearance A can be done, in particular to enlarge it, by machining the disk stop 383 of the drive flange 38 and / or the shoulder 322. of the coach 32 or by moving back the pusher 391 and to reduce the clearance A, by adding a washer between the shoulder 322 and the pusher 391.
• this starter 1 arranged to start a thermal engine of a vehicle. Only a portion of a gearwheel 100 mechanically connected to the crankshaft of the engine is shown in FIGS. 1, 3 and 4.
• the starter 1 is in the idle state, ie the switch 23 is not activated (electrically powered).
• the end of the fork 27 connected to the movable rod 241 is forced forward by the return spring 290.
• the fork 27 is said in the deactivated position. In this position the fork 27 forces the pinion 13 to be in the rest position by blocking it through the shooter 392.
• the outer disks 382 slide in the notches 381 of the drive plate 38 until the driver 32 is in abutment with the pusher 39.
• the game A is reflected between the front disc 382 (also called the first disc) and the stop 393.
• the discs 361, 382 are not compressed enough against each other to transmit a torque but are only in contact to slide between them in case of rotation of the drive plate 38 relative to the driver 32.
• the pinion 13 is uncoupled in rotation from the driver 32, in other words free to rotate in both directions relative to the latter.
• game A remains dispersed between the disks 361, 382 such that their friction surfaces are not in contact during this advancement phase.
• the pinion 13 and the outer disks 382 translate forwardly with respect to the drive shaft 15.
• the internal disks 361 and the driver 32 are pushed forward by the pusher 391 by moving in a helical motion on the drive shaft 15.
• the pinion 13 can be found in the tooth against tooth position, as shown in FIG. 4. In this position, two situations are possible, a first case is when the pinion gear 13 on the toothed wheel 100 occurs when the engine is stopped and the second case when the engine is in the swing phase.
• the pinion 13 presses the toothed wheel 100 preventing the movable rod 241 to move rearwardly through the fork 27.
• the tooth against tooth spring 291 allows the movable core 29 to continue to move. move towards the fixed core 28 and simultaneously push the control rod 24 towards the rear of the starter, by compressing.
• the movable core 29 and the control rod 24 move until the contact plate 25 is in contact with the two terminals 21b and 21a. This bringing into contact causes the starter motor 1 to be powered, ie the rotor 3, the rotor shaft 5, the reduction system 17, the drive shaft 15 and the driver to be rotated simultaneously. 32.
• the toothed wheel 100 rotates in reverse rotation and drives the pinion 13 having a portion of its end face in contact with a portion of the front face of the wheel toothed 100.
• the fact that the toothed wheel 100 drives the pinion 13 by contact can make it possible to synchronize the speed of rotation (rotation in opposite direction with respect to that of the starting) of the pinion 13 relative to that of the toothed wheel 100.
• the fork 27 When the pinion 13 is synchronized with the toothed wheel 100, the fork 27 always exerting a pressure on the pinion 13 towards the front (by means of the tooth spring against the tooth 291 which is compressed) generates the pinion 13 gear in the toothed wheel 100 by entering the teeth of the pinion 13 progressively between those of the toothed wheel 100.
• the driver 32 does not advance relative to the pinion 13 until the latter has arrived in the active position, that is to say against a pinion stop 150 on the drive shaft 15.
• the clutch device 36 is in the disengaged state.
• the pinion 13 is thus disengaged from the driver 32. This makes it possible to avoid any milling between the teeth of the pinion 13 and the teeth of the toothed wheel 100.
• the fork 27 thus continues to advance the teeth of the pinion
• the driver 32 advances relative to the pinion 13 due to the rotation of the rotor shaft 5 of the electric motor in operation and the pinion 13 locked in translation by the pinion stopper 150 to be in position mated.
• the advancement of the driver 32 relative to the pinion 13 activates the clutch device 36, in this case by compressing the discs 361, 382 to friction with each other.
• the starter 1 is then in the engaged position. Disk compression
• the pinion 13 connected in rotation to the crankshaft, rotates faster than the drive shaft 15 in rotation by the rotor 3.
• the speed of rotation of the pinion 13 greater than the speed of the shaft drive 15 causes the clutch device 36 to disengage by driving back the driver 32.
• the driver 32 moves backwards until its rotational speed about the X axis is equivalent to that of the drive shaft 15. This difference in speed is due in particular to the angle of the splines of the tapping 320 and thread 34.
• the pinion 13 is driven by the engine and no longer by the electric motor.
• the pinion 13 drives the driver 32 in rotation, which by unscrewing action moves back relative to the drive shaft 15 and the pinion 13.
• the drive shaft 15 is therefore always rotated by the electric motor.
• the driver 32 moves back relative to the pinion 13 until it is at the speed of rotation of the drive shaft 15.
• the friction clutch is then in the disengaged state.
• the driver 32 is decoupled with respect to the pinion 13.
• the gear device finds an equilibrium position, i.e., when the inner disks 361 slide relative to the outer disks 382 causing a torque equivalent to the torque advancing the driver 32 on the shaft. training 15.
• the drive shaft 15 is thus no longer coupled in rotation with the pinion 13 when it is driven at a higher speed of rotation than that of the drive shaft 15.
• this embodiment of starter 1 prevents its rotor 3 is driven in overspeed or is driven in reverse rotation.
• this starter 1 may be devoid of freewheel since the coupling system 30 also performs the freewheel function.
• the fork 27 thus simultaneously moves the pinion 13 to its rest position by means of the shooter 392.
• the pinion 13 disengages from the toothed wheel 100 and then moves to its rest position.
• the pinion 13 pushes the driver 32 backwards through its disk stop 383, disks 382, 361 and the shoulder 322.
• the ring 39 and the holding member 41 are in one piece.
• the pusher 391 and the shooter 392 are two separate members.
• Figure 5 shows the drive assembly 32a, disks 361, 382 and pinion 13, according to a second example of the coupling system 30 corresponding to this other embodiment.
• the second embodiment of the coupling system 30 is structurally and functionally identical with the first coupling system 30 described above except for the elements described below.
• the elements, systems or devices identical to the described example of the first embodiment are referenced under the same number.
• the pusher 391a is a washer fastened, for example by welding, to a portion of the driving flange 38 of the pinion 13, folded behind the shoulder 322 of the driver. 32a.
• the driver 32a comprises in addition to its shoulder 322, a second shoulder 325 having the function of the shooter 325.
• the shooter 325 is integral with the coach 32a.
• the fork 27 having its two ends in the groove between the two shoulders 322, 325 of the driver 32a, initially moves only the latter rearward through from the second shoulder 325 to its uncoupled position.
• the first shoulder 322 of the driver 32a pushes through its bearing face 323, the pusher 391 has and therefore simultaneously moves the drive plate 38 and the pinion 13 rearwardly. to his rest position.
• the recoil phase is performed while having the disks 361, 382 uncompressed. Indeed, in the example described above, during this recoil phase, the disks 361, 382 are compressed in particular by the resistive torque due to the recoil of the driver 32 on the drive shaft 15.
• This difference has the advantage that the teeth of the pinion 13 out of the teeth of the toothed wheel 100 while having the pinion 13 decoupled from the driver 32a.
• a spring member is mounted between the rear disk 361, 382 and the first shoulder 322 to provide a torque limiter function to the coupling system 30.
• Figure 6 shows the driver assembly 32a, disks 361, 382, pinion 13 and pusher according to a third example, corresponding to this other embodiment.
• the third example is structurally and functionally different from this second example described with respect to the elements described below.
• the bodies, systems or devices identical to the first or second example described are referenced under the same number.
• the multiplate clutch device 36 further comprises a spring washer 43 also called spring washer also known as "Belleville ®".
• the clutch device 36 further comprises a rigid washer 45.
• the two washers 43, 45 are located between the first shoulder 322 of the driver 32a and the rear disc (also called last disc). This spring washer 43 bears on the pressure face 324 of the first shoulder 322 and one face of the rigid washer 45 having his other side facing the last disc.
• the spring washer 43 allows the force applied to the disks 361, 382 to compress them is predetermined.
• the rigid washer 45 distributes this predetermined force over the entire surface of the discs, in particular on the last disc.
• This embodiment therefore makes it possible to limit the maximum torque that can be transmitted between the driver 32a and the pinion 13.
• This maximum torque is preferably predetermined so that it is greater than that necessary for starting the combustion engine and less than the one that can lead to breakage during a jerk.
• the adjustment of the limitation of the elastic deformation can be achieved by limiting the distance of advancement of the driver 32a relative to the pinion 13. This advancing distance corresponds to the game B, visible in Figure 6, between a stopper. 384 driver on the drive flange 38 and the front face of the driver 32a in the uncoupled position.
• the coach stop 384 limiting the movement of the driver 32a is positioned on the drive flange 38 between the rear end of the pinion 13 and the front end of the driver 32a.
• the spring washer 43 is replaced by one or more springs for example helical.
• the spring washer 43 bears directly on the rear disc. In this example, the device is therefore devoid of the washer 45.
• the coupling system 30 comprises a roller freewheel device 47 housed between the drive plate 38 and the pinion 13.
• FIG. 7 shows the driver assembly 32a, disks 361, 382, pinion 13 and pusher according to a fourth example corresponding to this other embodiment.
• the fourth example is structurally and functionally different from the third example described, with respect to the elements described below.
• the bodies, systems or devices identical to the third example described are referenced under the same number.
• the coupling system 30 further comprises a roller freewheel device 47 comprising rollers 47a between the pinion 13 and the drive plate 38.
• the drive plate 38 is an element distinct from the pinion 13.
• the pinion 13 comprises on its rear end a cylindrical track 131 forming part of the freewheel device with rollers 47.
• the drive plate 38 comprises on its front part a hollow part forming part of the freewheel device. rollers 47. In this hollow portion are housed rollers 47a, springs (not shown) and a pinion track 131.
• Each roll 47a is mounted between the pinion track 131 and a working ramp on a surface of the hollow portion.
• the rollers 47a are able to move each in a corresponding working ramp between a so-called working position and a so-called free position.
• the working ramps, springs and rollers are regularly angularly distributed around the pinion track 131.
• Each roller 47a is associated with a spring (not visible) which forces the roller 47a to be in the working position. In the working position, the roller 47a couples the drive flange 38 to the pinion track 131 by being wedged between the working ramp and the outer surface of the pinion track 131.
• the driver 32a When the driver 32a is coupled to the drive plate 38 and the electric motor is powered, the driver 32a drives the pinion 13 in rotation through the clutch device 36, the drive plate 38 and the freewheel 47 (ie through rollers in working position).
• the freewheel roller device 47 thus makes it possible to ensure that the heat engine does not cause rotation in the direction of starting the rotor 3 of the electric motor of the starter 1.
• the fact of putting a freewheel 47 between the pinion 13 and the driver 32a keeps the driving plate 38 engaged with the driver 32a so that the speed of rotation of the pinion 13 is at least equal to the rotational speed of the drive shaft 15 but also to reduce the wear of the friction plates.
• This roller freewheel device 47 is particularly effective during the start of the thermal engine and the overspeed phase to reduce the starting time. Indeed, after this phase of overspeed, the engine can move to a compression phase during which the crankshaft idle. During this slowdown, the starter 1 restores the torque and speed at the crankshaft. However, with the coupling system 30 of FIG. 6, during this deceleration, before the starter restores the torque, the speed of rotation of the pinion 13 is for a moment less than the speed of rotation of the drive shaft. 15. Indeed this moment corresponds to the advancement of the coach 32a to activate the clutch.
• This free wheel 47 is therefore particularly advantageous in the case of a coupling system 30 comprising a clutch device 36, as described in the third example, that is to say having a torque limiter.
• the clutch time (moment of advancement of the trainer) is slower than without torque limiter due to the force to be applied to elastically deform the spring washer 43.
• the coupling system 30 without washer spring 43 thus has a faster clutch time than the clutch device 36 with torque limiter.
• the progress of the pinion 13 of the positon rest at the engaged position to start a heat engine operates in the same manner as the example shown in FIG. 6. Especially in the swing phase, during the synchronization since the freewheel 47 is in working position.
• the free wheel 47 is not roller but ratchet.
• the disks 361, 382 which comprise notches and the driver and the entrainment flange 38 of the lugs.
• the first shoulder 322 is a ring mounted tight on the outer surface of the driver.
• the pusher is a shoulder on the drive flange 38 away from the X axis of the drive shaft 15.
• the fork 27 is shorter only in the other examples and can not be in contact with the coach directly.
• the pinion 13 displacement system pulls the pinion 13 towards the active position and pushes the pinion 13 towards the idle position.
• the movable portion of the displacement system for moving the pinion 13 may for example comprise a portion which is magnetized with a front surface of a member integral at least in translation of the pinion 13.
• the coupling system 30 comprises a cone friction clutch device 36a.
• FIG. 8 represents a sectional view of a driving shaft assembly 15, driver 32b, disks 361, 382, pinion 13 and pusher according to a fifth example corresponding to this other embodiment.
• the fifth example is structurally and functionally different from the second example described with respect to the elements described below.
• the bodies, systems or devices identical to the first or second example described are referenced under the same number.
• the drive flange 38b is integral with the pinion 13
• the driver 32b of the coupling system 30 comprises on its shoulder 322b, a frustoconical friction surface 321b and the drive flange 38b comprises a frustoconical contact surface 381b complementary.
• the shoulder 322b shown in Figure 8 has two shaded areas in two different ways. These two areas correspond to a difference of matter.
• a first zone 321 1 ba adapted material to friction.
• This zone 321 1b comprises at least a portion of the frustoconical friction surface 321b.
• the second zone is of the same material as the rest of the driver 32b including the part comprising the tapping grooves 320.
• the frustoconical friction surface 321 b is external and the frustoconical contact surface 381 b complementary is internal.
• the drive flange 38b comprises on its rear end in a hollow the frustoconical contact surface 381 b.
• the coach 32b has on its shoulder 322b, the frustoconical contact surface 321 b of complementary shape.
• This frustoconical front face 321b having a sectional view along the X axis of the drive shaft 15, a diameter which decreases when moving from the rear face of the shoulder 322b to its front face.
• This embodiment may allow, compared with the previous embodiments, to limit the axial size of the starter.
• the rear face of the shoulder 322b of the driver 32b having the frustoconical face forms the bearing face 323b on which can be supported the pusher 391 b integral with the drive pool 38b.
• the pusher 391b is a washer fixed on the drive flange 38b by means of a holding member 41b and having a face facing the bearing face 323b of the shoulder 322b.
• the other elements of the coupling system 30 are identical and are configured in the same manner as in the other examples of the coupling system: the driver 32b always comprises a helical thread 320 complementary to the thread 34 of the shaft of the coupling. 15.
• the shooter 325 may be integral with the driver 32b or the drive pool 38b in the same manner as in the examples described above. In this case, in the example shown in Figure 8, the shooter 325a is a washer 325a mounted tightly on the outer surface of the driver 32b.
• FIG. 8 also shows more precisely the connection between the pinion 13 and the drive shaft 15.
• This connection can also be the link between the pinion 13 and the drive shaft 15 for all the other examples of the embodiments previously described. The elements and the operating principle of this link are described below.
• the coupling system 30 may further comprise a needle bearing 151 located between the pinion 13 and the drive shaft 15, but could also include several such as two as shown in Figures 1, 3 and 4. This (or these) bearing 151 is mounted tightly in the opening of the pinion 13 and able to slide on the drive shaft 15. According to another embodiment, as shown in Figure 7, the pinion 13 is directly mounted on the drive shaft 15 without needle bearing
• the coupling system 30 is mounted between the rotor shaft 5 and the drive shaft 15.
• the drive shaft 15 is rotatably mounted to the drive shaft 15. less in a sense with pinion 13.
• the coupling system 30 comprises an electromagnetic displacement means for activating the friction clutch device 36, 36a.
• the electromagnetic displacement means may comprise a coil fixed relative to the casing of the starter 1. This coil is adapted to move a magnetic member comprising a friction surface, integral in rotation at least in one direction of the shaft. drive 15, towards a friction surface of another member integral in rotation at least in one direction of the pinion 13.
• the displacement system is of the hydraulic type.
• the clutch device is single-disc.
• a single disc is provided between the disc stop 383 and the shoulder 322.
• the disc may be rotatably connected to the drive flange 38 or the driver 32b and reciprocally the pressure face 324 or the disk stop 383 forms the friction surface to provide the clutch.
• the coupling system can include any type of clutch device and can be located anywhere between the electric motor and the pinion.
• the starter may also further include one or more shafts between the drive shaft and the rotor shaft.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Gear Transmission (AREA)

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• 2010
  • 2010-07-27 FR FR1056174A patent/FR2963392B1/fr not_active Expired - Fee Related
• 2011
  • 2011-07-27 WO PCT/FR2011/051807 patent/WO2012022897A2/fr active Application Filing
  • 2011-07-27 JP JP2013521195A patent/JP2013532794A/ja active Pending
  • 2011-07-27 EP EP11752304.3A patent/EP2598744A2/fr not_active Withdrawn
  • 2011-07-27 KR KR1020137002170A patent/KR20130093592A/ko not_active Application Discontinuation
  • 2011-07-27 BR BR112012032069A patent/BR112012032069A2/pt not_active IP Right Cessation
  • 2011-07-27 US US13/810,633 patent/US9765744B2/en not_active Expired - Fee Related
  • 2011-07-27 CN CN2011800369684A patent/CN103038496A/zh active Pending
  • 2011-07-27 MX MX2013001090A patent/MX2013001090A/es not_active Application Discontinuation
  • 2011-07-27 RU RU2013108439/07A patent/RU2013108439A/ru not_active Application Discontinuation

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