EP2767718B1 - Supercharger coupling - Google Patents
Supercharger coupling Download PDFInfo
- Publication number
- EP2767718B1 EP2767718B1 EP14155147.3A EP14155147A EP2767718B1 EP 2767718 B1 EP2767718 B1 EP 2767718B1 EP 14155147 A EP14155147 A EP 14155147A EP 2767718 B1 EP2767718 B1 EP 2767718B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- disk
- output shaft
- rotation
- timing gear
- axis
- 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.)
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Links
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
- F02B33/38—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type of Roots type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C18/00—Rotary-piston pumps specially adapted for elastic fluids
- F04C18/08—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing
- F04C18/12—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type
- F04C18/126—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type with radially from the rotor body extending elements, not necessarily co-operating with corresponding recesses in the other rotor, e.g. lobes, Roots type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
- F04C29/0042—Driving elements, brakes, couplings, transmissions specially adapted for pumps
- F04C29/005—Means for transmitting movement from the prime mover to driven parts of the pump, e.g. clutches, couplings, transmissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
- F04C29/12—Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
- F04C29/122—Arrangements for supercharging the working space
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/04—Mechanical drives; Variable-gear-ratio drives
Definitions
- Superchargers may be used to increase or "boost" the air pressure in the intake manifold of an internal combustion (IC) engine to increase the horsepower output of the IC engine.
- the IC engine may thus have an increased horsepower output capability than would otherwise occur if the engine were normally aspirated (e.g., the piston would draw air into the cylinder during the intake stroke of the piston).
- a conventional supercharger is generally mechanically driven by the engine, and therefore, may represent a drain on engine horsepower whenever engine "boost" may not be required and/or desired.
- a selectively engageable clutch may be disposed in series between the supercharger input (e.g., a belt driven pulley) and the rotors of the supercharger.
- a transmission may be disposed in series between the clutch and the rotors of the supercharger.
- AU 2011 100 997 A4 discloses a transmission structure between a planet gear and an output shaft comprising a close fit between the output shaft and a planet carrier.
- a rotational element coupling device in a supercharger includes a rotatable output shaft having tapered external splines and an output shaft axis of rotation.
- a coupling disk has a disk axis of rotation coaxial with the output shaft axis of rotation, an internally splined bore coaxial with the disk axis of rotation to engage the tapered external splines, and a plurality of disk apertures defined in the coupling disk parallel to the disk axis of rotation.
- a plurality of pins each have a disk end and a timing gear end distal to the disk end. The plurality of pins matingly engages with the coupling disk at the disk end of the pins via the plurality of apertures.
- a timing gear is fixed to a supercharger rotor for rotation therewith. The timing gear has a plurality of timing gear apertures disposed in the timing gear and matingly engaged with the timing gear end of the plurality of pins.
- the present disclosure relates generally to a supercharger clutch assembly and a supercharger rotational element coupling device.
- a clutch assembly 10 according to an example of the present disclosure is shown in Fig. 1 .
- the clutch assembly 10 is configured for use with a supercharger 12 in accordance with an example of the present disclosure.
- the supercharger 12 may be part of an intake manifold assembly for an engine (not shown).
- the engine may include a plurality of cylinders and a reciprocating piston disposed within each cylinder, thereby defining an expandable combustion chamber.
- the engine may include intake and exhaust manifold assemblies for directing combustion fluid to and from the combustion chamber by way of intake and exhaust valves, respectively.
- the supercharger 12 of the intake manifold assembly may be any positive displacement pump, including the Roots type blower supercharger as illustrated and described in U.S. Pat. Nos. 5,078,583 and 5,893,355 which are owned by the assignee of the present disclosure.
- the supercharger 12 may also comprise a screw compressors or any other type of positive displacement pump.
- the supercharger 12 may include a plurality (e.g., pair) of rotors 14, each having a plurality of meshed lobes.
- the rotors may be disposed in a plurality of parallel, transversely overlapping cylindrical chambers and may be driven by engine crankshaft torque transmitted thereto (e.g., via a drive belt).
- the supercharger 12 may include a main housing 16 that may define the plurality of cylindrical chambers.
- the main housing 16 may also be referred to as the rotor housing.
- the mechanical drive of the supercharger 12, including shaft 18, may rotate the rotors 14 at a fixed ratio, relative to the crankshaft speed, such that the displacement of the supercharger 12 is greater than the engine displacement, thereby boosting or supercharging the air flowing into the combustion chamber of the engine.
- the supercharger 12 may include an inlet port configured to receive fluid from an inlet duct or passage and an outlet port configured to direct the charged air to the intake valves via a discharge duct.
- the inlet duct or passage and the discharge duct may be interconnected by means of a bypass passage.
- a bypass valve may be disposed within the bypass passage and may be configured to be moved between an open position and a closed position by means of an actuator assembly.
- the supercharger 12 may be coupled to a clutch assembly 10 in any suitable manner.
- the supercharger 12 may further include an input housing that serves as a clutch housing 20 for the clutch assembly 10.
- Clutch assembly 10 includes clutch housing 20, a shaft 22, a pulley 24, a clutch rotor 26, a clutch armature 28, and a clutch coil 30.
- the clutch housing 20 may be configured to house other components of the clutch assembly 10.
- Clutch housing 20 may be smaller in diameter at a first end 32 and larger in diameter at a second end 34.
- the first end 32 may be proximate pulley 24.
- the second end 34 may be proximate the main housing 16 of the supercharger 12.
- Shaft 22 may also be referred to as a pulley-drive shaft.
- Shaft 22 may have a longitudinal axis 36 about which shaft 22 may rotate.
- Shaft 22 may be supported within clutch housing 20 by at least one bearing 38.
- shaft 22 may be supported within clutch housing 12 by a plurality (e.g., pair) of bearings 38, 40.
- the bearings 38, 40 may be disposed between the clutch housing 20 and shaft 22.
- FIGS. 2-3 an alternative example of the clutch assembly 110 is generally illustrated. As generally illustrated in Figs. 2-3 , at least a portion of the pulley 24 may circumferentially surround at least one bearing 38.
- each of the bearings 38, 40 may comprise an inner race and an outer race in accordance with an example of the present disclosure. There may be substantially no relative motion between the inner race and the outer race of the bearings 38, 40 when the clutch assembly 10, 110 is engaged.
- the pulley 24 may be configured to transmit torque from the engine crankshaft (not shown) to shaft 22 during engagement of the clutch assembly 10.
- the pulley 24 may be connected to shaft 22.
- the pulley 24 may be disposed externally to shaft 22 in accordance with an example of the present disclosure.
- the pulley 24 may be disposed at an end of shaft 22 and may circumferentially surround shaft 22.
- the pulley 24 may be external to the clutch housing 20 in accordance with an example of the present disclosure.
- the pulley 24 may be axially spaced along the longitudinal axis 36 from the clutch housing 20.
- At least one bearing 38 that is disposed between the clutch housing 20 and shaft 22 may be proximate the pulley 22.
- Another bearing 40 may be disposed between the clutch housing 20 and shaft 22 closer toward the main housing 16 of the supercharger 12.
- the pulley 24 may be separated from (i.e., not integral with) other components of the clutch assembly 10.
- the pulley 24 may be separated from (i.e., not integral with) the clutch armature 28.
- the pulley 24 may have a diameter that is independent of the diameters of the clutch rotor 26, the clutch armature 28, and the clutch coil 30.
- the pulley 24, including its design and configuration, is independent of the torque capacity of the clutch rotor 26, the clutch armature 28, and the clutch coil 30.
- the pulley 24 may have a diameter that is less than about 85 mm in accordance with an example of the present disclosure.
- the pulley 24 may have a diameter that is between about 45 mm and about 85 mm in accordance with an example of the present disclosure. Based on the diameter of the pulley 24, the pulley 24 may conventionally be considered a small pulley.
- the pulley 24 may have a diameter that is smaller than the diameter of the clutch coil 30 in accordance with an example of the present disclosure, as the pulley 24 may not surround the clutch coil 30 in accordance with an example of the present disclosure.
- the pulley 24 may also not be integrated with clutch rotor 26 in accordance with an example of the present disclosure.
- the clutch rotor 26 may be configured to be magnetized and set up a magnetic loop that attracts the clutch armature 28.
- the clutch rotor 26 may be connected to shaft 22 and/or pulley 24 in accordance with an example of the present disclosure.
- the clutch rotor 26 may rotate around the longitudinal axis 36 of shaft 22.
- the clutch rotor 26 is not connected to shaft 18 of the supercharger as may be conventional in small pulley designs.
- the clutch rotor 26 may comprise steel in accordance with an example of the present disclosure. Although steel is mentioned in detail for one example of the present disclosure, the clutch rotor 26 may comprise any number of other materials in accordance with other examples of the present disclosure.
- the clutch rotor 26 may rotate at rotational speeds that are at least the same as the pulley 24 and may rotate at rotational speeds greater than those capable by the clutch armature 28 in an example of the present disclosure. Because the clutch rotor 26 may be connected to shaft 22 and/or pulley 24, the clutch rotor 26 may always maintain the same rotational speed as the pulley 24 in accordance with an example of the present disclosure. In other words, the clutch rotor 26 may rotate at a rotational speed that is substantially the same as the rotational speed of shaft 22 even when the clutch assembly 10 is disengaged. The clutch rotor 26 may generally be more stable at higher speeds than the clutch armature 28.
- the clutch rotor 26 may be disposed between the clutch armature 28 and the clutch coil 30 along the longitudinal axis 36 of shaft 22.
- the clutch rotor 26 may have a first face 42 that is configured to at least partially surround the clutch coil 30.
- the clutch rotor 26 may have a second face 44 (i.e., opposing the first face 42) that is configured to face the clutch armature 28.
- the clutch armature 28 may rotate around the longitudinal axis 36 of shaft 22.
- the clutch armature 28 may be configured to be pulled against the clutch rotor 26 and apply a frictional force at contact. The load of the clutch armature 28 may thus be accelerated to match the rotational speed of the clutch rotor 26.
- the clutch armature 28 may be disposed between the clutch rotor 18 and the supercharger 12 along the longitudinal axis 36 of shaft 22.
- the clutch armature 28 may have a first face 46 that is configured to face the second face 44 of the clutch rotor 26 and may include a friction material.
- the clutch armature 28 may have a second face 48 (i.e., opposing the first face 44) that is configured to face the supercharger 12.
- the clutch armature 28 may be connected to shaft 18 of supercharger 12 through a spline and bolt.
- the clutch armature 28 may contain speed sensitive components (e.g., friction materials and springs) in accordance with an example of the present disclosure.
- the rotational speed of the clutch armature 28 may be less than the rotational speed of shaft 22 when the clutch assembly 10, 110 is disengaged. Accordingly, the clutch armature 28 may be configured to coast down to a stop in accordance with an example of the present disclosure when the clutch assembly 10, 110 is disengaged, rather than always having to maintain the same rotational speed as the pulley 24.
- Clutch armature 28 may not be connected to shaft 22 and/or pulley 24 in an example of the present disclosure.
- clutch armature 28 may be separated from the pulley 24 in accordance with an example of the present disclosure.
- Clutch armature 20 may be connected to shaft 18 of the supercharger 12. Shaft 18 may be referred to as a step-up input shaft 18.
- the rotational speed of the clutch armature 28 may be substantially the same as the rotational speed of shaft 22 when the clutch assembly 10, 110 is engaged. Because it may be more difficult to keep the clutch armature 28 stable at higher speeds because of the inclusion of speed sensitive material, like the friction material, the clutch armature 28 may not be connected to shaft 22 and/or pulley 24.
- the clutch armature 28 may be separated from the pulley 24, and therefore, the clutch armature 28 may not influence the size and/or range of the pulley 24.
- the size of the clutch housing 20 in the area around the pulley 24 may be decreased. Furthermore, the size and configuration of the pulley 24 may not depend on the size and/or torque capacity of the armature 28.
- the clutch coil 30 may comprise a source of magnetic flux.
- An electrical current and/or voltage may be applied to the clutch coil 30 to generate a magnetic field in the vicinity of the clutch coil 30 and produce magnetic lines of flux.
- the intensity of the magnetic field may be proportional to the level of current provided.
- This flux may then be transferred through the small working air gap between the clutch coil 30 and the clutch rotor 26.
- the clutch rotor 26 may thus become magnetized and set up a magnetic loop that attracts the clutch armature 28.
- the clutch armature 28 may then be pulled against the clutch rotor 26 and a frictional force may be applied at contact and the load on the clutch armature 28 may be accelerated to match the speed of the clutch rotor 26.
- the clutch armature 28 may be free to turn with the shaft 18 of supercharger 12.
- the clutch coil 30 may not be surrounded by pulley 24. Instead, the clutch coil 30 may be mounted in the clutch rotor 26 and may be located closer to the housing 16 of the supercharger 12.
- the clutch coil 30 may be disposed between the clutch rotor 26 and the clutch housing 20 in a direction along the longitudinal axis 36 of shaft 22.
- the clutch coil 30 may be spaced along the longitudinal axis 36 of shaft 22 from the pulley 24.
- the clutch coil 30 may be separated from the pulley 24, and therefore, the clutch coil 30 may not influence the size and/or range of the pulley 24.
- the size of the clutch housing 20 in the area around the pulley 24 may be decreased.
- the size and configuration of the pulley 24 may not depend on the size and/or torque capacity of the clutch coil 30.
- the clutch coil 30 may be controlled by an electronic control unit (ECU) (not shown) that provides an electrical signal to the clutch coil 30 (e.g., via wires 52).
- the ECU may process input, such as for example (but not limited to), sensor readings corresponding to vehicle parameters and process the input according to log rules to determine the appropriate electrical signal to provide to clutch coil 30.
- the ECU may comprise a microprocessor having sufficient memory to store the logic rules (e.g., in the form of a computer program) for controlling operation of the clutch assembly 10, 110.
- a supercharger 12 including a clutch assembly 10, 110 in accordance with an example of the present disclosure may further include an input step-up gear 50 connected to shaft 18 of the supercharger 12. Accordingly, at least one of the rotors 14 of the supercharger 12 may utilize an input drive configuration including for example and without limitation, shaft 18 and step up gear 50, by means of which the supercharger 12 may receive input drive torque.
- a supercharger 12 in accordance with an example of the present disclosure may include the clutch assembly 10, 110; housing 16; a plurality of rotors 14 disposed within housing 16; shaft 18 configured to drive rotation of the plurality of rotors 14; and input step-up gear 50 connected to shaft 18. Step-up gear 50 and related components are discussed more fully below.
- Examples of the rotational element coupling device and method disclosed herein may provide the benefit of misalignment compensation and may reduce or substantially eliminate backlash within a supercharger. It is to be understood that examples of the rotational element coupling device and method disclosed herein may prevent some types of damage to bearings that may occur in some superchargers during assembly.
- supercharger 12 includes a supercharger transmission 54.
- the supercharger transmission 54 includes input step-up gear 50 and an output step-up gear 51 to provide a drive ratio from step-up input shaft 18 to an output shaft 56.
- Pulley 24 drives a pulley-drive shaft 22 in the supercharger 12 to deliver torque to input step-up gear 50.
- the pulley 24 may be driven by an engine crankshaft pulley (not shown) connected to the pulley 24 via a front end accessory drive (FEAD) belt (not shown).
- Clutch assembly 10 may be disposed between the pulley-drive shaft 22 and the input step-up gear 50 to selectively connect the step-up input shaft 18 to the input step-up gear 50.
- the input step-up gear 50 meshingly engages output step-up gear 51 that is fixed to output shaft 56 for rotation therewith.
- the drive ratio of step-up gears 50 and 51 provides a rotational speed differential between the step-up input shaft 18 and the output shaft 56.
- a range of drive ratios from about 1:1 to about 3:1 may be used according to examples of the present disclosure. For example, if using a 2:1 drive ratio, when the step-up input shaft 18 spins at 1,000 revolutions per minute (rpm), the rotor 14 may spin at 2,000 rpm because the rotor 14 rotates with output shaft 56 as discussed in further detail below.
- the output shaft 56 may be indirectly connected to a driving timing gear 58 by an indirect shaft configuration, discussed in further detail below.
- the driving timing gear 58 is meshingly engaged with a driven timing gear 60.
- Driving timing gear 58 is connected to rotor 14.
- Driven timing gear 60 is connected to rotor 14'.
- the timing gears 58, 60 may include an equal number of gear teeth spaced at a relatively high tooth pitch.
- timing gears 58, 60 may each have 30 teeth for meshing engagement with one another; therefore timing gears 58, 60 rotate with a substantially equal angular velocity therebetween.
- the timing gears 58, 60 substantially synchronize the rotors 14, 14', thereby contributing to a low wear rate of the rotors 14, 14' and high efficiency of the supercharger 12.
- An indirect shaft configuration as used herein generally means a driveline power flow arrangement having a shaft separated by at least one component from its source, i.e., having an indirect connection.
- a direct shaft configuration uses one shaft to transfer rotational power directly from an input to an output
- an indirect shaft configuration uses an additional shaft connected in series with a coupling to transfer rotational power according to an example of the present disclosure.
- an output shaft may be fixed directly to a supercharger rotor - the output shaft would also serve as the rotor shaft.
- a rotational element coupling device 62 includes output shaft 56 and driving timing gear 58, having operability to transfer rotational power therebetween.
- the output shaft 56 has tapered external splines 64 and an output shaft axis of rotation 66.
- a coupling disk 68 of coupling device 62 has a disk axis of rotation 70 coaxial with the output shaft axis of rotation 66.
- the coupling disk 68 has a tapered internally splined bore 72 coaxial with the disk axis of rotation 70 to engage the tapered external splines 64 of the output shaft 56.
- the splined internally splined bore 72 is tapered along the disk axis of rotation 70.
- Fig. 8 is a perspective view depicting an example of a coupling disk 68 according to the present disclosure.
- Fig. 8 depicts the plurality of disk apertures 74 having three apertures 75.
- the number of disk apertures 75 in the plurality of disk apertures 74 may be greater than 3 or less than 3.
- the tapered internally splined bore 72 of coupling disk 68 is further described with reference to Fig. 9 .
- the internally splined bore 72 has a larger diameter end 88, and a smaller diameter end 90.
- the coupling disk 68 may have a hub 79 defined around the internally splined bore 72. As depicted in Fig. 9 , the hub 79 may extend beyond the face 83 of the coupling disk 68 substantially more on a hub side 81 than on an opposite side.
- the hub 79 may be an easily detectable feature (for example, visibly detectable, or detectable by process poke-yoke) to facilitate verification that a free end 86 of the output shaft 56 (see Fig.
- the tapered internally splined bore 72 has tapered involute splines defined thereon for engagement with the tapered external splines 64 of the output shaft 56.
- the tapered external splines 64 are also involute splines.
- the tapered external splines 64 engage the tooth flanks of the tapered involute splines of the tapered internally splined bore 72 in a side-fit engagement.
- the splines find and centralize the axis between the output shaft 56 and the coupling disk 68.
- the taper of the splines allows the splines to be seated to an interference fit between the internal and external splines with relatively low force to seat the output shaft 56 in the coupling disk 68.
- the tapered internally splined bore 72 and the tapered external splines 64 of the output shaft 56 may be each tapered from about 0.5 degrees to about 2.5 degrees per side with respect to the disk axis of rotation 70 and the output shaft axis of rotation 66 respectively to render an interference fit between the output shaft 56 and the internally splined bore 72.
- Fig. 10 is an enlarged cutaway view showing an example of internal involute splines 73 disposed in the internally splined bore 72.
- a force to seat the output shaft 56 in the coupling disk 68 ranges from about 5 Newtons to about 44 Newtons.
- the taper of the splines allows a tight, interference fit between the splines to be achieved without a large amount of force.
- the tight, interference fit may prevent relative motion between the output shaft 56 and the coupling disk, thereby preventing backlash at the joint between the output shaft 56 and the coupling disk 68.
- the coupling disk 68 includes a plurality of disk apertures 74 defined in the coupling disk 68 parallel to the disk axis of rotation 70. It is to be understood that even though only one of the plurality of disk apertures 74 is shown by representation in Fig. 2 , the plurality of disk apertures 74 is disposed radially about disk axis of rotation 70 as shown in Fig. 8 .
- the coupling disk 68 may be formed from any suitable material.
- materials for coupling disk 68 include polymers such as polyether ether ketone (PEEK), and metals including steel alloys and aluminum alloys.
- PEEK polyether ether ketone
- metals including steel alloys and aluminum alloys.
- SAE Society of Automotive Engineers
- AISI American Iron and Steel Institute 1144.
- the coupling device 62 further includes a plurality of pins 76 each having a disk end 78 and a timing gear end 80 distal to the disk end 78.
- the plurality of pins 76 may be matingly engaged with the coupling disk 68 at the disk end 78 of the pins 76 via the plurality of disk apertures 74. It is to be understood that the plurality of pins 76 may be steel.
- the plurality of pins 76 may be three pins and may be substantially equally spaced apart along a circular pattern within respective disk apertures of the plurality of disk apertures 74. Further, the plurality of pins 76 may range in size from about 6 mm to about 10 mm in diameter and from about 20 mm to about 25 mm in length.
- the driving timing gear 58 is fixed to rotor 14 for rotation therewith.
- the driving timing gear 58 has a timing gear axis of rotation 82 and a plurality of timing gear apertures 84. It is to be understood that even though only one of the plurality of timing gear apertures 84 is shown by representation in Fig. 6 , the plurality of timing gear apertures 84 are disposed radially about timing gear axis of rotation 82.
- the plurality of pins 76 may be matingly engaged with the driving timing gear 58 at the timing gear end 80 of the pins 76 via the plurality of timing gear apertures 84.
- the coupling device 62 may accommodate a parallel misalignment from about 0.05 mm (millimeter) to about 0.1 mm between the output shaft axis of rotation 66 and the timing gear axis of rotation 82. Misalignment between the output shaft axis of rotation 66 and the timing gear axis of rotation 82 is accommodated by compliance in supercharger 12 rather than building in tolerance gaps in mating parts. This eliminates backlash in the joint between the output shaft 56 and the coupling disk 68.
- Fig. 11 depicts an example of an output shaft 56 according to the present disclosure. Tapered external splines 64 are depicted at a free end 86 of the output shaft 56. The external splines 64 are tapered so that the free end output shaft diameter 77' at the free end 86 is smaller than the output shaft diameter depicted by reference numeral 77 measured at the ends of the splines distal to the free end 86.
- Box 101 represents the method step of disposing a rotatable output shaft 56 in a supercharger housing 11.
- the rotatable output shaft 56 may be supported by bearings.
- the rotatable output shaft 56 may also have external splines 64 and an output shaft axis of rotation 66.
- the supercharger housing 11 may include multiple components of the supercharger 12 that provide external surfaces of the supercharger 12 and form supporting structure for internal components of the supercharger 12.
- the supercharger housing 11 may include housing components for the rotor assembly 27 and the supercharger transmission 54 along with appropriate connections, covers, mounting points, seals, and fasteners.
- Box 102 represents pressing coupling disk 68 on the output shaft 56.
- the coupling disk 68 may have a disk axis of rotation 70 coaxial with the output shaft axis of rotation 66, an internally splined bore 72 coaxial with the disk axis of rotation 70 to engage the external splines 64, and a plurality of disk apertures 74 defined in the disk 68 parallel to the disk axis of rotation 70.
- the method further includes the step of disposing in the supercharger housing 11 a rotor assembly 27 including a rotor shaft 29.
- the method further includes disposing a timing gear 58 on the rotor shaft 29, the timing gear having a timing gear axis of rotation 82 and a plurality of timing gear apertures 84 disposed in the timing gear 58.
- the method further includes the step of coupling the timing gear 58 to the coupling disk 68 via a plurality of pins 76.
- the plurality of pins 76 each has a disk end 78 and a timing gear end 80 distal to the disk end 78.
- the coupling is accomplished by matingly engaging the plurality of pins 76 with the coupling disk 68 at the disk end 78 of the pins 76 via the plurality of disk apertures 74 and matingly engaging the plurality of pins 76 with the timing gear 58 at the timing gear end 80 of the plurality of pins 76 via the plurality of timing gear apertures 84.
- examples of the present disclosure allow assembly of the supercharger 12 with a substantially reduced potential for damaging bearings during assembly.
- the bearings that support the output shaft 56 are less subject to brinnelling damage because the axial output shaft loads during assembly are relatively low in examples of the present disclosure.
- connection and/or the like are broadly defined herein to encompass a variety of divergent connected arrangements and assembly techniques. These arrangements and techniques include, but are not limited to (1) the direct communication between one component and another component with no intervening components therebetween; and (2) the communication of one component and another component with one or more components therebetween, provided that the one component being “connected to” the other component is somehow in operative communication with the other component (notwithstanding the presence of one or more additional components therebetween).
- ranges provided herein include the stated range and any value or sub-range within the stated range.
- a range from about 6 mm to about 10 mm should be interpreted to include not only the explicitly recited limits of about 6 mm to about 10 mm, but also to include individual values, such as 7 mm, 8.2 mm, 9.1 mm, etc., and sub-ranges, such as from about 6 mm to about 7.5 mm, etc.
- “about” is utilized to describe a value, this is meant to encompass minor variations (up to +/- 0%) from the stated value.
- ranges provided herein include the stated range and any value or sub-range within the stated range.
- a range from about 6 mm to about 10 mm should be interpreted to include not only the explicitly recited limits of about 6 mm to about 10 mm, but also to include individual values, such as 7 mm, 8.2 mm, 9.1 mm, etc., and sub-ranges, such as from about 6 mm to about 7.5 mm, etc.
- “about” is utilized to describe a value, this is meant to encompass minor variations (up to +/- 10%) from the stated value.
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- Supercharger (AREA)
Description
- Superchargers may be used to increase or "boost" the air pressure in the intake manifold of an internal combustion (IC) engine to increase the horsepower output of the IC engine. The IC engine may thus have an increased horsepower output capability than would otherwise occur if the engine were normally aspirated (e.g., the piston would draw air into the cylinder during the intake stroke of the piston). A conventional supercharger is generally mechanically driven by the engine, and therefore, may represent a drain on engine horsepower whenever engine "boost" may not be required and/or desired. A selectively engageable clutch may be disposed in series between the supercharger input (e.g., a belt driven pulley) and the rotors of the supercharger. A transmission may be disposed in series between the clutch and the rotors of the supercharger.
- A prior art supercharger is disclosed in
US 2012/0037473 A1 .AU 2011 100 997 A4 - A rotational element coupling device in a supercharger includes a rotatable output shaft having tapered external splines and an output shaft axis of rotation. A coupling disk has a disk axis of rotation coaxial with the output shaft axis of rotation, an internally splined bore coaxial with the disk axis of rotation to engage the tapered external splines, and a plurality of disk apertures defined in the coupling disk parallel to the disk axis of rotation. A plurality of pins each have a disk end and a timing gear end distal to the disk end. The plurality of pins matingly engages with the coupling disk at the disk end of the pins via the plurality of apertures. A timing gear is fixed to a supercharger rotor for rotation therewith. The timing gear has a plurality of timing gear apertures disposed in the timing gear and matingly engaged with the timing gear end of the plurality of pins.
- Features and advantages of examples of the present disclosure will become apparent by reference to the following detailed description and drawings, in which like reference numerals correspond to similar, though perhaps not identical, components. For the sake of brevity, reference numerals or features having a previously described function may or may not be described in conjunction with other drawings in which they appear.
-
Fig. 1 is a cross-sectional view of a supercharger according to an example of the present disclosure; -
Fig. 2 . is a cross-sectional view of a clutch assembly according to an example of the present disclosure; -
Fig. 3 is a perspective view of the clutch assembly depicted inFig. 2 according to an example of the present disclosure; -
Fig. 4 is an exploded perspective view of a clutch armature, clutch rotor, and clutch coil of a clutch assembly according to an example of the present disclosure; -
Fig. 5 is an exploded perspective view of a portion of a clutch assembly according to an example of the present disclosure; -
Fig. 6 is a cross-sectional view depicting a supercharger coupling according to an example of the present disclosure; -
Fig. 7 is a flow diagram representing an example of a method according to the present disclosure; -
Fig. 8 is a perspective view of an example of a coupling disk according to the present disclosure; -
Fig. 9 is a cross-sectional view of the example of the coupling disk depicted inFig. 8 ; -
Fig. 10 is an enlarged cutaway view showing internal involute splines disposed in the internally splined bore in an example of a coupling disk according to the present disclosure; and -
Fig. 11 depicts an output shaft in an example of the present disclosure. - The present disclosure relates generally to a supercharger clutch assembly and a supercharger rotational element coupling device.
- A
clutch assembly 10 according to an example of the present disclosure is shown inFig. 1 . Theclutch assembly 10 is configured for use with asupercharger 12 in accordance with an example of the present disclosure. Thesupercharger 12 may be part of an intake manifold assembly for an engine (not shown). The engine may include a plurality of cylinders and a reciprocating piston disposed within each cylinder, thereby defining an expandable combustion chamber. The engine may include intake and exhaust manifold assemblies for directing combustion fluid to and from the combustion chamber by way of intake and exhaust valves, respectively. - The
supercharger 12 of the intake manifold assembly may be any positive displacement pump, including the Roots type blower supercharger as illustrated and described inU.S. Pat. Nos. 5,078,583 and5,893,355 which are owned by the assignee of the present disclosure. Thesupercharger 12 may also comprise a screw compressors or any other type of positive displacement pump. In accordance with an example of the present disclosure, thesupercharger 12 may include a plurality (e.g., pair) ofrotors 14, each having a plurality of meshed lobes. The rotors may be disposed in a plurality of parallel, transversely overlapping cylindrical chambers and may be driven by engine crankshaft torque transmitted thereto (e.g., via a drive belt). Thesupercharger 12 may include amain housing 16 that may define the plurality of cylindrical chambers. Themain housing 16 may also be referred to as the rotor housing. The mechanical drive of thesupercharger 12, includingshaft 18, may rotate therotors 14 at a fixed ratio, relative to the crankshaft speed, such that the displacement of thesupercharger 12 is greater than the engine displacement, thereby boosting or supercharging the air flowing into the combustion chamber of the engine. Thesupercharger 12 may include an inlet port configured to receive fluid from an inlet duct or passage and an outlet port configured to direct the charged air to the intake valves via a discharge duct. The inlet duct or passage and the discharge duct may be interconnected by means of a bypass passage. A bypass valve may be disposed within the bypass passage and may be configured to be moved between an open position and a closed position by means of an actuator assembly. - The
supercharger 12 may be coupled to aclutch assembly 10 in any suitable manner. Thesupercharger 12 may further include an input housing that serves as aclutch housing 20 for theclutch assembly 10.Clutch assembly 10 includesclutch housing 20, ashaft 22, apulley 24, aclutch rotor 26, aclutch armature 28, and aclutch coil 30. Theclutch housing 20 may be configured to house other components of theclutch assembly 10. Clutchhousing 20 may be smaller in diameter at afirst end 32 and larger in diameter at asecond end 34. Thefirst end 32 may beproximate pulley 24. Thesecond end 34 may be proximate themain housing 16 of thesupercharger 12. -
Shaft 22 may also be referred to as a pulley-drive shaft.Shaft 22 may have alongitudinal axis 36 about whichshaft 22 may rotate.Shaft 22 may be supported withinclutch housing 20 by at least one bearing 38. For example and without limitation,shaft 22 may be supported withinclutch housing 12 by a plurality (e.g., pair) ofbearings bearings clutch housing 20 andshaft 22. Referring now toFIGS. 2-3 , an alternative example of theclutch assembly 110 is generally illustrated. As generally illustrated inFigs. 2-3 , at least a portion of thepulley 24 may circumferentially surround at least one bearing 38. By locatingpulley 24 directly over at least one bearing 38, the other bearing 40 may not need to be configured to support a radial load exerted by thepulley 22. Each of thebearings bearings clutch assembly - Referring now to
FIGS. 1-3 and5 , thepulley 24 may be configured to transmit torque from the engine crankshaft (not shown) toshaft 22 during engagement of theclutch assembly 10. Thepulley 24 may be connected toshaft 22. Thepulley 24 may be disposed externally toshaft 22 in accordance with an example of the present disclosure. Thepulley 24 may be disposed at an end ofshaft 22 and may circumferentially surroundshaft 22. Thepulley 24 may be external to theclutch housing 20 in accordance with an example of the present disclosure. Thepulley 24 may be axially spaced along thelongitudinal axis 36 from theclutch housing 20. In accordance with an example of the present disclosure, at least onebearing 38 that is disposed between theclutch housing 20 andshaft 22 may be proximate thepulley 22. Anotherbearing 40 may be disposed between theclutch housing 20 andshaft 22 closer toward themain housing 16 of thesupercharger 12. Thepulley 24 may be separated from (i.e., not integral with) other components of theclutch assembly 10. For example, thepulley 24 may be separated from (i.e., not integral with) theclutch armature 28. - The
pulley 24 may have a diameter that is independent of the diameters of theclutch rotor 26, theclutch armature 28, and theclutch coil 30. Thepulley 24, including its design and configuration, is independent of the torque capacity of theclutch rotor 26, theclutch armature 28, and theclutch coil 30. In accordance with a certain torque capacity of thesupercharger 12, thepulley 24 may have a diameter that is less than about 85 mm in accordance with an example of the present disclosure. Thepulley 24 may have a diameter that is between about 45 mm and about 85 mm in accordance with an example of the present disclosure. Based on the diameter of thepulley 24, thepulley 24 may conventionally be considered a small pulley. Thepulley 24 may have a diameter that is smaller than the diameter of theclutch coil 30 in accordance with an example of the present disclosure, as thepulley 24 may not surround theclutch coil 30 in accordance with an example of the present disclosure. Thepulley 24 may also not be integrated withclutch rotor 26 in accordance with an example of the present disclosure. - The
clutch rotor 26 may be configured to be magnetized and set up a magnetic loop that attracts theclutch armature 28. Theclutch rotor 26 may be connected toshaft 22 and/orpulley 24 in accordance with an example of the present disclosure. Theclutch rotor 26 may rotate around thelongitudinal axis 36 ofshaft 22. Theclutch rotor 26 is not connected toshaft 18 of the supercharger as may be conventional in small pulley designs. Theclutch rotor 26 may comprise steel in accordance with an example of the present disclosure. Although steel is mentioned in detail for one example of the present disclosure, theclutch rotor 26 may comprise any number of other materials in accordance with other examples of the present disclosure. Theclutch rotor 26 may rotate at rotational speeds that are at least the same as thepulley 24 and may rotate at rotational speeds greater than those capable by theclutch armature 28 in an example of the present disclosure. Because theclutch rotor 26 may be connected toshaft 22 and/orpulley 24, theclutch rotor 26 may always maintain the same rotational speed as thepulley 24 in accordance with an example of the present disclosure. In other words, theclutch rotor 26 may rotate at a rotational speed that is substantially the same as the rotational speed ofshaft 22 even when theclutch assembly 10 is disengaged. Theclutch rotor 26 may generally be more stable at higher speeds than theclutch armature 28. Theclutch rotor 26 may be disposed between theclutch armature 28 and theclutch coil 30 along thelongitudinal axis 36 ofshaft 22. Theclutch rotor 26 may have afirst face 42 that is configured to at least partially surround theclutch coil 30. Theclutch rotor 26 may have a second face 44 (i.e., opposing the first face 42) that is configured to face theclutch armature 28. - The
clutch armature 28 may rotate around thelongitudinal axis 36 ofshaft 22. Theclutch armature 28 may be configured to be pulled against theclutch rotor 26 and apply a frictional force at contact. The load of theclutch armature 28 may thus be accelerated to match the rotational speed of theclutch rotor 26. Theclutch armature 28 may be disposed between theclutch rotor 18 and thesupercharger 12 along thelongitudinal axis 36 ofshaft 22. Theclutch armature 28 may have afirst face 46 that is configured to face thesecond face 44 of theclutch rotor 26 and may include a friction material. Theclutch armature 28 may have a second face 48 (i.e., opposing the first face 44) that is configured to face thesupercharger 12. Theclutch armature 28 may be connected toshaft 18 ofsupercharger 12 through a spline and bolt. Theclutch armature 28 may contain speed sensitive components (e.g., friction materials and springs) in accordance with an example of the present disclosure. The rotational speed of theclutch armature 28 may be less than the rotational speed ofshaft 22 when theclutch assembly clutch armature 28 may be configured to coast down to a stop in accordance with an example of the present disclosure when theclutch assembly pulley 24.Clutch armature 28 may not be connected toshaft 22 and/orpulley 24 in an example of the present disclosure. Instead,clutch armature 28 may be separated from thepulley 24 in accordance with an example of the present disclosure.Clutch armature 20 may be connected toshaft 18 of thesupercharger 12.Shaft 18 may be referred to as a step-upinput shaft 18. The rotational speed of theclutch armature 28 may be substantially the same as the rotational speed ofshaft 22 when theclutch assembly clutch armature 28 stable at higher speeds because of the inclusion of speed sensitive material, like the friction material, theclutch armature 28 may not be connected toshaft 22 and/orpulley 24. Theclutch armature 28 may be separated from thepulley 24, and therefore, theclutch armature 28 may not influence the size and/or range of thepulley 24. By separating theclutch armature 28 from thepulley 24, the size of theclutch housing 20 in the area around thepulley 24 may be decreased. Furthermore, the size and configuration of thepulley 24 may not depend on the size and/or torque capacity of thearmature 28. - The
clutch coil 30 may comprise a source of magnetic flux. An electrical current and/or voltage may be applied to theclutch coil 30 to generate a magnetic field in the vicinity of theclutch coil 30 and produce magnetic lines of flux. The intensity of the magnetic field may be proportional to the level of current provided. This flux may then be transferred through the small working air gap between theclutch coil 30 and theclutch rotor 26. Theclutch rotor 26 may thus become magnetized and set up a magnetic loop that attracts theclutch armature 28. Theclutch armature 28 may then be pulled against theclutch rotor 26 and a frictional force may be applied at contact and the load on theclutch armature 28 may be accelerated to match the speed of theclutch rotor 26. When current and/or voltage is removed from theclutch assembly clutch armature 28 may be free to turn with theshaft 18 ofsupercharger 12. Theclutch coil 30 may not be surrounded bypulley 24. Instead, theclutch coil 30 may be mounted in theclutch rotor 26 and may be located closer to thehousing 16 of thesupercharger 12. Theclutch coil 30 may be disposed between theclutch rotor 26 and theclutch housing 20 in a direction along thelongitudinal axis 36 ofshaft 22. Theclutch coil 30 may be spaced along thelongitudinal axis 36 ofshaft 22 from thepulley 24. Theclutch coil 30 may be separated from thepulley 24, and therefore, theclutch coil 30 may not influence the size and/or range of thepulley 24. By separating theclutch coil 30 from thepulley 24, the size of theclutch housing 20 in the area around thepulley 24 may be decreased. Furthermore, the size and configuration of thepulley 24 may not depend on the size and/or torque capacity of theclutch coil 30. - The
clutch coil 30 may be controlled by an electronic control unit (ECU) (not shown) that provides an electrical signal to the clutch coil 30 (e.g., via wires 52). The ECU may process input, such as for example (but not limited to), sensor readings corresponding to vehicle parameters and process the input according to log rules to determine the appropriate electrical signal to provide toclutch coil 30. The ECU may comprise a microprocessor having sufficient memory to store the logic rules (e.g., in the form of a computer program) for controlling operation of theclutch assembly - A
supercharger 12 including aclutch assembly gear 50 connected toshaft 18 of thesupercharger 12. Accordingly, at least one of therotors 14 of thesupercharger 12 may utilize an input drive configuration including for example and without limitation,shaft 18 and step upgear 50, by means of which thesupercharger 12 may receive input drive torque. Asupercharger 12 in accordance with an example of the present disclosure may include theclutch assembly housing 16; a plurality ofrotors 14 disposed withinhousing 16;shaft 18 configured to drive rotation of the plurality ofrotors 14; and input step-upgear 50 connected toshaft 18. Step-up gear 50 and related components are discussed more fully below. - Examples of the rotational element coupling device and method disclosed herein may provide the benefit of misalignment compensation and may reduce or substantially eliminate backlash within a supercharger. It is to be understood that examples of the rotational element coupling device and method disclosed herein may prevent some types of damage to bearings that may occur in some superchargers during assembly.
- Referring further to
Fig. 1 ,supercharger 12 includes asupercharger transmission 54. Thesupercharger transmission 54 includes input step-upgear 50 and an output step-upgear 51 to provide a drive ratio from step-upinput shaft 18 to anoutput shaft 56.Pulley 24 drives a pulley-drive shaft 22 in thesupercharger 12 to deliver torque to input step-upgear 50. Thepulley 24 may be driven by an engine crankshaft pulley (not shown) connected to thepulley 24 via a front end accessory drive (FEAD) belt (not shown).Clutch assembly 10 may be disposed between the pulley-drive shaft 22 and the input step-upgear 50 to selectively connect the step-upinput shaft 18 to the input step-upgear 50. The input step-upgear 50 meshingly engages output step-upgear 51 that is fixed tooutput shaft 56 for rotation therewith. - The drive ratio of step-up
gears input shaft 18 and theoutput shaft 56. A range of drive ratios from about 1:1 to about 3:1 may be used according to examples of the present disclosure. For example, if using a 2:1 drive ratio, when the step-upinput shaft 18 spins at 1,000 revolutions per minute (rpm), therotor 14 may spin at 2,000 rpm because therotor 14 rotates withoutput shaft 56 as discussed in further detail below. - The
output shaft 56 may be indirectly connected to adriving timing gear 58 by an indirect shaft configuration, discussed in further detail below. The drivingtiming gear 58 is meshingly engaged with a driven timing gear 60. Drivingtiming gear 58 is connected torotor 14. Driven timing gear 60 is connected to rotor 14'. The timing gears 58, 60 may include an equal number of gear teeth spaced at a relatively high tooth pitch. For example, timing gears 58, 60 may each have 30 teeth for meshing engagement with one another; therefore timing gears 58, 60 rotate with a substantially equal angular velocity therebetween. As such, the timing gears 58, 60 substantially synchronize therotors 14, 14', thereby contributing to a low wear rate of therotors 14, 14' and high efficiency of thesupercharger 12. - An indirect shaft configuration as used herein generally means a driveline power flow arrangement having a shaft separated by at least one component from its source, i.e., having an indirect connection. For example, where a direct shaft configuration uses one shaft to transfer rotational power directly from an input to an output, an indirect shaft configuration uses an additional shaft connected in series with a coupling to transfer rotational power according to an example of the present disclosure. In an example of a direct shaft configuration, an output shaft may be fixed directly to a supercharger rotor - the output shaft would also serve as the rotor shaft.
- Referring now also to
Fig. 6 for further detail ofsupercharger 12, a rotationalelement coupling device 62 includesoutput shaft 56 and drivingtiming gear 58, having operability to transfer rotational power therebetween. Theoutput shaft 56 has taperedexternal splines 64 and an output shaft axis ofrotation 66. Acoupling disk 68 ofcoupling device 62 has a disk axis of rotation 70 coaxial with the output shaft axis ofrotation 66. Thecoupling disk 68 has a tapered internally splined bore 72 coaxial with the disk axis of rotation 70 to engage the taperedexternal splines 64 of theoutput shaft 56. The splined internally splined bore 72 is tapered along the disk axis of rotation 70. -
Fig. 8 is a perspective view depicting an example of acoupling disk 68 according to the present disclosure.Fig. 8 depicts the plurality ofdisk apertures 74 having threeapertures 75. In other examples, the number ofdisk apertures 75 in the plurality ofdisk apertures 74 may be greater than 3 or less than 3. - The tapered internally splined bore 72 of
coupling disk 68 is further described with reference toFig. 9 . The internally splined bore 72 has alarger diameter end 88, and asmaller diameter end 90. Thecoupling disk 68 may have ahub 79 defined around the internally splined bore 72. As depicted inFig. 9 , thehub 79 may extend beyond theface 83 of thecoupling disk 68 substantially more on ahub side 81 than on an opposite side. Thehub 79 may be an easily detectable feature (for example, visibly detectable, or detectable by process poke-yoke) to facilitate verification that afree end 86 of the output shaft 56 (seeFig. 11 ) is passed through the larger diameter end 88 toward thesmaller diameter end 90 when theoutput shaft 56 is seated in thecoupling disk 68. The tapered internally splined bore 72 has tapered involute splines defined thereon for engagement with the taperedexternal splines 64 of theoutput shaft 56. The taperedexternal splines 64 are also involute splines. The taperedexternal splines 64 engage the tooth flanks of the tapered involute splines of the tapered internally splined bore 72 in a side-fit engagement. Since the internal involute splines and the external involute splines are in side-fit engagement, the splines find and centralize the axis between theoutput shaft 56 and thecoupling disk 68. The taper of the splines allows the splines to be seated to an interference fit between the internal and external splines with relatively low force to seat theoutput shaft 56 in thecoupling disk 68. - The tapered internally splined bore 72 and the tapered
external splines 64 of theoutput shaft 56 may be each tapered from about 0.5 degrees to about 2.5 degrees per side with respect to the disk axis of rotation 70 and the output shaft axis ofrotation 66 respectively to render an interference fit between theoutput shaft 56 and the internally splined bore 72. -
Fig. 10 is an enlarged cutaway view showing an example of internalinvolute splines 73 disposed in the internally splined bore 72. - In an example of the present disclosure, a force to seat the
output shaft 56 in thecoupling disk 68 ranges from about 5 Newtons to about 44 Newtons. Without being held bound to any theory, it is believed that the taper of the splines allows a tight, interference fit between the splines to be achieved without a large amount of force. The tight, interference fit may prevent relative motion between theoutput shaft 56 and the coupling disk, thereby preventing backlash at the joint between theoutput shaft 56 and thecoupling disk 68. - The
coupling disk 68 includes a plurality ofdisk apertures 74 defined in thecoupling disk 68 parallel to the disk axis of rotation 70. It is to be understood that even though only one of the plurality ofdisk apertures 74 is shown by representation inFig. 2 , the plurality ofdisk apertures 74 is disposed radially about disk axis of rotation 70 as shown inFig. 8 . - The
coupling disk 68 may be formed from any suitable material. Examples of materials forcoupling disk 68 include polymers such as polyether ether ketone (PEEK), and metals including steel alloys and aluminum alloys. An example of a suitable steel alloy is SAE (Society of Automotive Engineers) / AISI (American Iron and Steel Institute) 1144. - The
coupling device 62 further includes a plurality ofpins 76 each having adisk end 78 and atiming gear end 80 distal to thedisk end 78. The plurality ofpins 76 may be matingly engaged with thecoupling disk 68 at thedisk end 78 of thepins 76 via the plurality ofdisk apertures 74. It is to be understood that the plurality ofpins 76 may be steel. The plurality ofpins 76 may be three pins and may be substantially equally spaced apart along a circular pattern within respective disk apertures of the plurality ofdisk apertures 74. Further, the plurality ofpins 76 may range in size from about 6 mm to about 10 mm in diameter and from about 20 mm to about 25 mm in length. - The driving
timing gear 58 is fixed torotor 14 for rotation therewith. The drivingtiming gear 58 has a timing gear axis ofrotation 82 and a plurality oftiming gear apertures 84. It is to be understood that even though only one of the plurality oftiming gear apertures 84 is shown by representation inFig. 6 , the plurality oftiming gear apertures 84 are disposed radially about timing gear axis ofrotation 82. The plurality ofpins 76 may be matingly engaged with thedriving timing gear 58 at thetiming gear end 80 of thepins 76 via the plurality oftiming gear apertures 84. - In an example, the
coupling device 62 may accommodate a parallel misalignment from about 0.05 mm (millimeter) to about 0.1 mm between the output shaft axis ofrotation 66 and the timing gear axis ofrotation 82. Misalignment between the output shaft axis ofrotation 66 and the timing gear axis ofrotation 82 is accommodated by compliance insupercharger 12 rather than building in tolerance gaps in mating parts. This eliminates backlash in the joint between theoutput shaft 56 and thecoupling disk 68.Fig. 11 depicts an example of anoutput shaft 56 according to the present disclosure. Taperedexternal splines 64 are depicted at afree end 86 of theoutput shaft 56. Theexternal splines 64 are tapered so that the free end output shaft diameter 77' at thefree end 86 is smaller than the output shaft diameter depicted byreference numeral 77 measured at the ends of the splines distal to thefree end 86. - Referring to
Fig. 7 , an example method of making asupercharger 12 is depicted by aflow chart 100.Box 101 represents the method step of disposing arotatable output shaft 56 in a supercharger housing 11. Therotatable output shaft 56 may be supported by bearings. Therotatable output shaft 56 may also haveexternal splines 64 and an output shaft axis ofrotation 66. The supercharger housing 11 may include multiple components of thesupercharger 12 that provide external surfaces of thesupercharger 12 and form supporting structure for internal components of thesupercharger 12. For example, the supercharger housing 11 may include housing components for the rotor assembly 27 and thesupercharger transmission 54 along with appropriate connections, covers, mounting points, seals, and fasteners. -
Box 102 representspressing coupling disk 68 on theoutput shaft 56. Thecoupling disk 68 may have a disk axis of rotation 70 coaxial with the output shaft axis ofrotation 66, an internally splined bore 72 coaxial with the disk axis of rotation 70 to engage theexternal splines 64, and a plurality ofdisk apertures 74 defined in thedisk 68 parallel to the disk axis of rotation 70. - At
box 103, the method further includes the step of disposing in the supercharger housing 11 a rotor assembly 27 including arotor shaft 29. - At
box 104, the method further includes disposing atiming gear 58 on therotor shaft 29, the timing gear having a timing gear axis ofrotation 82 and a plurality oftiming gear apertures 84 disposed in thetiming gear 58. - At
box 105, the method further includes the step of coupling thetiming gear 58 to thecoupling disk 68 via a plurality ofpins 76. The plurality ofpins 76 each has adisk end 78 and atiming gear end 80 distal to thedisk end 78. The coupling is accomplished by matingly engaging the plurality ofpins 76 with thecoupling disk 68 at thedisk end 78 of thepins 76 via the plurality ofdisk apertures 74 and matingly engaging the plurality ofpins 76 with thetiming gear 58 at thetiming gear end 80 of the plurality ofpins 76 via the plurality oftiming gear apertures 84. - It is believed that examples of the present disclosure allow assembly of the
supercharger 12 with a substantially reduced potential for damaging bearings during assembly. In particular, the bearings that support theoutput shaft 56 are less subject to brinnelling damage because the axial output shaft loads during assembly are relatively low in examples of the present disclosure. - It is to be understood that the terms "connect/connected/connection" and/or the like are broadly defined herein to encompass a variety of divergent connected arrangements and assembly techniques. These arrangements and techniques include, but are not limited to (1) the direct communication between one component and another component with no intervening components therebetween; and (2) the communication of one component and another component with one or more components therebetween, provided that the one component being "connected to" the other component is somehow in operative communication with the other component (notwithstanding the presence of one or more additional components therebetween).
- In describing and claiming the examples disclosed herein, the singular forms "a", "an", and "the" include plural referents unless the context clearly dictates otherwise.
- It is to be understood that the ranges provided herein include the stated range and any value or sub-range within the stated range. For example, a range from about 6 mm to about 10 mm should be interpreted to include not only the explicitly recited limits of about 6 mm to about 10 mm, but also to include individual values, such as 7 mm, 8.2 mm, 9.1 mm, etc., and sub-ranges, such as from about 6 mm to about 7.5 mm, etc. Furthermore, when "about" is utilized to describe a value, this is meant to encompass minor variations (up to +/- 0%) from the stated value.
- While multiple examples have been described in detail, it will be apparent to those skilled in the art that the disclosed examples may be modified. Therefore, the foregoing description is to be considered non-limiting.
- It is to be understood that the ranges provided herein include the stated range and any value or sub-range within the stated range. For example, a range from about 6 mm to about 10 mm should be interpreted to include not only the explicitly recited limits of about 6 mm to about 10 mm, but also to include individual values, such as 7 mm, 8.2 mm, 9.1 mm, etc., and sub-ranges, such as from about 6 mm to about 7.5 mm, etc. Furthermore, when "about" is utilized to describe a value, this is meant to encompass minor variations (up to +/- 10%) from the stated value.
- While multiple examples have been described in detail, it will be apparent to those skilled in the art that the disclosed examples may be modified. Therefore, the foregoing description is to be considered non-limiting.
Claims (16)
- A rotational element coupling device for a supercharger (12), comprising:a rotatable output shaft (56) having tapered external splines (64) and an output shaft axis of rotation (66);a coupling disk (68) having:a disk axis of rotation (70) coaxial with the output shaft axis of rotation (66);a tapered internally splined bore (72) coaxial with the disk axis of rotation (70) to engage the tapered external splines (64), wherein the tapered internally splined bore (72) and the tapered external splines (64) of the output shaft (56) render an interference fit between the output shaft (56) and the splined bore (72); anda plurality of disk apertures (74) defined in the coupling disk (68) parallel to the disk axis of rotation (70);a plurality of pins (76) each having a disk end (78) and a timing gear end (80) distal to the disk end (78), the plurality of pins (76) matingly engaged with the coupling disk (68) at the disk end (78) of the pins (76) via the plurality of disk apertures (74); anda timing gear (58) fixed to a supercharger rotor (14) for rotation therewith, the timing gear having (58):a timing gear axis of rotation (82); anda plurality of timing gear apertures (84) disposed in the timing gear (58) and matingly engaged with the timing gear end (80) of the plurality of pins (76).
- The coupling device as defined in claim 1 wherein the coupling disk (68) comprises an aluminum alloy, a steel alloy, or polyether ether ketone (PEEK) or combinations thereof.
- The coupling device as defined in claim 1 wherein the plurality of pins (76) comprises steel.
- The coupling device as defined in claim 1 wherein the tapered internally splined bore (72) and the tapered external splines (64) of the output shaft (56) are each tapered from about 0.5 degrees to about 2.5 degrees with respect to the disk axis of rotation (70) and the output shaft axis of rotation (66) respectively to render the interference fit between the output shaft (56) and the splined bore (72).
- The coupling device as defined in claim 1 wherein a force to seat the output shaft (56) in the coupling disk (68) ranges from about 5 Newtons to about 44 Newtons.
- The coupling device as defined in claim 1 wherein the tapered internally splined bore (72) has tapered side fit splines to interface with the tapered external splines (64) having a complementary spline profile.
- The coupling device as defined in claim 1 wherein a parallel misalignment from about 0.05 mm (millimeter) to about 0.1 mm exists between the output shaft axis of rotation (66) and the timing gear axis of rotation (82).
- The coupling device as defined in claim 1 wherein the plurality of pins (76) are equally spaced apart along a circular pattern.
- A method of making a supercharger (12), the method comprising:disposing in a supercharger housing (16) a rotatable output shaft (56) supported by bearings, the rotatable output shaft (56) having tapered external splines (64) and an output shaft axis of rotation (66);pressing a coupling disk (68) on the rotatable output shaft (56), the coupling disk (68) having:a disk axis of rotation (70) coaxial with the output shaft axis of rotation (66);a tapered internally splined bore (72) coaxial with the disk axis of rotation (70) to engage the tapered external splines (64); anda plurality of disk apertures (74) defined in the disk (68) parallel to the disk axis of rotation (70);disposing in the supercharger housing (16) a rotor assembly (27) having a rotor shaft (29) disposed therein;disposing a timing gear (58) on the rotor shaft (29), the timing gear (58) having a timing gear axis of rotation (82) and a plurality of timing gear apertures (84) disposed in the timing gear (58); andcoupling the timing gear (58) to the coupling disk (68) via a plurality of pins (76), the plurality of pins (76) each having a disk end (78) and a timing gear end (80) distal to the disk end (78), the coupling being accomplished by:matingly engaging the plurality of pins (76) with the coupling disk (68) at the disk end (78) of the pins (76) via the plurality of disk apertures (74); andmatingly engaging the plurality of pins (76) with the timing gear (58) at the timing gear end (80) of the plurality of pins (76) via the plurality of timing gear apertures (84)wherein the tapered internally splined bore (72) and the tapered external splines (64) of the output shaft (56) render an interference fit between the output shaft (56) and the internally splined bore (72).
- The method as defined in claim 9 wherein the coupling disk (68) comprises an aluminum alloy, a steel alloy, or polyether ether ketone (PEEK) or combinations thereof.
- The method as defined in claim 9 wherein the plurality of pins (76) comprises steel.
- The method as defined in claim 9 wherein the tapered internally splined bore (72) and the tapered external splines (64) of the output shaft (56) are each tapered from about 0.5 degrees to about 2.5 degrees with respect to the disk axis of rotation (70) and the output shaft axis of rotation (66) respectively to render the interference fit between the output shaft (56) and the internally splined bore (72).
- The method as defined in claim 9 wherein pressing the coupling disk (68) on the rotatable output shaft (56) includes applying a force to seat the output shaft (56) in the coupling disk (68), the force ranging from about 5 Newtons to about 44 Newtons.
- The method as defined in claim 9 wherein the tapered internally splined bore (72) has tapered side fit splines to interface with the tapered external splines (64) having a complementary spline profile.
- The method as defined in claim 9 wherein a parallel misalignment from about 0.05 mm (millimeter) to about 0.1 mm exists between the output shaft axis of rotation (66) and the timing gear axis of rotation (82).
- The method as defined in claim 9 wherein the plurality of pins (76) are substantially equally spaced apart.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/768,656 US9086012B2 (en) | 2010-08-13 | 2013-02-15 | Supercharger coupling |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2767718A1 EP2767718A1 (en) | 2014-08-20 |
EP2767718B1 true EP2767718B1 (en) | 2018-04-11 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP14155147.3A Active EP2767718B1 (en) | 2013-02-15 | 2014-02-14 | Supercharger coupling |
Country Status (2)
Country | Link |
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EP (1) | EP2767718B1 (en) |
CN (2) | CN103993953A (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103993953A (en) * | 2013-02-15 | 2014-08-20 | 伊顿公司 | Supercharger coupling |
JP2019507849A (en) * | 2016-02-08 | 2019-03-22 | イートン インテリジェント パワー リミテッドEaton Intelligent Power Limited | Elastomer series coupling damper for turbochargers |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4953517A (en) * | 1989-04-14 | 1990-09-04 | Eaton Corporation | Torsion damping mechanism for a supercharger |
US5078583A (en) | 1990-05-25 | 1992-01-07 | Eaton Corporation | Inlet port opening for a roots-type blower |
US5281116A (en) * | 1993-01-29 | 1994-01-25 | Eaton Corporation | Supercharger vent |
US5893355A (en) | 1996-12-26 | 1999-04-13 | Eaton Corporation | Supercharger pulley isolator |
CN201246400Y (en) * | 2008-07-24 | 2009-05-27 | 杭州星光机械有限公司 | Prick bottom spline shaft |
CN201650449U (en) * | 2010-03-02 | 2010-11-24 | 中国重汽集团济南动力有限公司 | Diesel engine |
US8464697B2 (en) * | 2010-08-13 | 2013-06-18 | Eaton Corporation | Integrated clutch supercharger |
AU2011100997A4 (en) * | 2011-08-09 | 2011-11-17 | Hengdian Group Linix Motor Co., Ltd. | Transmission Structure Between Planet Carrier and Output Shaft |
CN103993953A (en) * | 2013-02-15 | 2014-08-20 | 伊顿公司 | Supercharger coupling |
-
2014
- 2014-02-14 CN CN201410111339.9A patent/CN103993953A/en active Pending
- 2014-02-14 EP EP14155147.3A patent/EP2767718B1/en active Active
- 2014-02-14 CN CN201420134720.2U patent/CN203809109U/en not_active Expired - Lifetime
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CN103993953A (en) | 2014-08-20 |
CN203809109U (en) | 2014-09-03 |
EP2767718A1 (en) | 2014-08-20 |
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