JP2007506044A - Auxiliary unit transmission for vehicle engine, and auxiliary unit provided with pulley capable of coupling and releasing clutch - Google Patents

Abstract

【Task】
An object of the present invention is to improve an auxiliary unit transmission device or an auxiliary unit to be transmitted, and to reduce the size and weight of the auxiliary unit so that it can be provided at a lower cost and in a mechanically simple form. That is.
[Solution]
In a vehicle engine equipped with a pulley that can be connected and released, when the pulley is connected, torque is connected from the belt guide to the shaft via a friction clutch, and when the pulley is disconnected, the pulley rotates coaxially around the shaft. Is supported in such a way that the active friction drive plate of the pulley is guided in an axially movable manner and is connected to a corresponding passive friction drive plate for connection. Auxiliary unit transmission for such a vehicle engine in which a friction clutch connection is created by being pressed, and in the axial direction of the belt guide as the active friction drive plate moves in the axial direction Such auxiliary unit transmissions, characterized in that movement occurs .
[Representative] Figure 1

Description

An object of the present invention is an auxiliary unit transmission device for a vehicle engine, and an auxiliary unit, which are provided with a pulley that can be engaged and disengaged. Specifically, as far as the transmission device is concerned, the object of the present invention is that the pulley transmits torque from the belt guide to the shaft through the friction clutch in the connected state, and when the connection is released, the pulley Such a transmission, such that it is mounted in a coaxially rotatable manner about the shaft. At this time, the friction clutch is usually guided in such a way that the active friction drive plate is movable in the axial direction, and for coupling it is pressed against the passive friction drive plate of the corresponding shaft. Composed. With regard to the auxiliary unit, the auxiliary unit to which the present invention is directed includes a housing, and also includes a shaft, unit operating means installed on the shaft, and a pulley mounted in a rotatable manner. This pulley is designed so that it can be connected to the shaft by a clutch or can be released from the shaft.

From EP 0 136 384 A2, an auxiliary unit transmission is known in which the rotation of the motor crankshaft is extracted by means of a belt. There is a pulley on the crankshaft of the engine that drives several auxiliary units simultaneously via a belt. In the case of such a structure, what is driven as an auxiliary unit includes a water pump, a cooling compressor, an air pump, an alternator and a power steering of a vehicle. The pulley on the crankshaft is equipped with a coupler that can be turned on and off electrically, so that these auxiliary units are not already driven with the engine when the engine starts. These components are also installed inside the pulley and partly on the shaft. As soon as the engine starts, the auxiliary unit turns on. By the way, the structure of such a pulley is very complicated, and therefore the clutch assembly is also expensive.

EP 0 416 492 B1 shows a transmission that can be steplessly gear-shifted with a pulley that can be adjusted steplessly. In one of the pulleys, an edge joint is prepared in the sleeve portion positioned forward in the axial direction, and the edge joint is connected to the sleeve spline by moving the sleeve in the axial direction. They can be connected or disconnected. However, such a clutch operation is possible only in a stopped state.

In the auxiliary unit transmission proposed by DE 42 43 777 A1, the friction clutch connection between the pulley and the torque disk fixed to the unit shaft is made by a movable counterpart in the clutch housing. The movable counterpart is installed to rotate according to a pulley via axial teeth and is mounted so as to be movable in the axial direction separately from the pulley. An annular groove is formed between the movable counterpart plate and the pulley, and the shaft torque disk is placed inside the groove. To connect the shaft to the pulley, a movable counterpart is pushed towards the pulley. Then, the groove becomes narrow, and the torque disk of the shaft is sandwiched between both elements, and torque is transmitted. In the disconnected state, the shaft is interlocked with the rotation of the pulley at a decelerated shift speed.

In addition, various auxiliary unit transmissions and related proposals are known from DE 195 29 073 C1, and DE 10155 458 A1, US 2 107 341 and DE 196 41507 C1.

An object of the present invention is to improve an auxiliary unit transmission device or an auxiliary unit to be transmitted, and to reduce the size and weight of the auxiliary unit so that it can be provided at a lower cost and in a mechanically simple form. That is.

According to the first aspect of the present invention, the auxiliary unit transmission that solves this problem moves the active friction drive plate in the axial direction, and the belt guide is moved in the axial direction in accordance with this. This type of device is moved to

If the above solution is taken, it will be easy to switch the pulleys in operation using fairly simple means. Therefore, for example, it is not necessary to apply extra torque resistance to the starting operation of the internal combustion engine. In addition, since the distance required for the shift change of the friction clutch is relatively short, the shift change operation can be performed quickly. In particular, since the road required for the shift change is short, the movement distance of the belt guide in the axial direction can be shortened accordingly. Therefore, there is no fear that the belt moves beyond the safe movement width or that the belt is excessively twisted until the safety is threatened. Incidentally, the state of the clutch inside the auxiliary unit transmission can be easily recognized from the outside by looking at the position of the belt guide.

Furthermore, the various advantages as described above are all possible with a simple mechanical construction in accordance with the above aspects of the invention. Thus, unlike the case of an electrically shift-changing clutch, the optional part can also be attached to the auxiliary unit transmission itself. In any case, the friction clutch connection between the active friction drive plate and the passive friction drive plate serves as a mechanical torque transmission device between the pulley and the shaft.

What should be clarified in theory is that, even with a friction clutch, torque transmission does not necessarily have to be performed by friction alone. On the contrary, most friction clutches have specifications, and at least at the microscope level, there is a tilt or pressing at the time of connection between the active friction drive plate and the passive friction drive plate. The feature of the friction clutch for which this patent application has been filed is that when the active friction drive plate is brought close to the passive friction drive plate, the torque transmission does not increase exceptionally at once, otherwise, It can be increased gradually or through many stages. This is an important premise for connecting the auxiliary unit to the drive torque to reduce the burden on the entire assembly as much as possible and extend its service life. Independently of this, the shift change operation can also be carried out fairly quickly if it is possible on the one hand and necessary on the other hand. To that extent, the friction clutch can be connected by an agile connection if necessary.

The part called the belt guide is a component that supports the belt in its original sense and guides it in the axial direction. The belts considered in this case are complementary poly V belts or simple V belts. Therefore, the belt guide corresponding thereto exhibits a complementary poly V belt section or a simple V section.

Both the active friction drive plate and the passive friction drive plate work together when the friction clutch is engaged, but in order to switch between the clutch engaged and disengaged states. Only one of these two drive plates will move. Alternatively, in order to perform such switching, at least one movement of the two drive plates is relatively larger or obviously larger than the passive friction drive plate. Alternatively, one of the two drive plates is actively and directly driven to connect and release the clutch. Based on the above conditions, a distinction occurs between the active friction drive plate and the passive friction drive plate. If the passive friction drive plate is stationary in the axial direction, it is preferable to maintain such a simple structure.

The action of “pressing” the active friction drive plate against the passive friction drive plate is what establishes the frictional connection between the drive plates, thereby at least the essential clutch engagement of the auxiliary unit transmission. It is a mechanical operation that is established in the part. When a torque connection is made between two drive plates, the torque that can be transmitted is in most cases directly dependent on that parameter, at least within the range of significant operating parameters, for example pressure. The

As described above, the active friction drive plate is moved axially along the shaft to establish a friction clutch connection and thereby engage the clutch. Therefore, according to the above aspect of the present invention, when the active friction drive plate is moved, the belt guide is also moved in the axial direction with respect to the shaft in the same manner.

When installing an active friction drive plate, this will exert a restoring or restraining force to counter the connection to the passive friction drive plate or to move to the passive friction drive plate Thus, it is advantageous to install this. In order to generate a restoring force, for example, as soon as the active friction drive plate is moved from the zero position towards the passive friction drive plate using the suspension, the suspension is moved against the active friction drive plate. What is necessary is just to set so that the force of an axial direction may be exhibited. In the zero position, no frictional connection is established between the friction drive plate. The restraining force, for example, works effectively if the active friction drive plate is mounted in an appropriate manner, so that the holding force must be overcome every time the drive plate moves axially. be able to. Using a simple means to create such an effect by fitting the active friction drive plate with a clamp or by providing the drive plate with a sliding surface with greater static friction than normal materials Can do. For these clutch assemblies, if they are properly configured, the use of energy is limited only to the operation of the clutch, so if energy is used only to connect or disconnect the frictional connection. There is an advantage of being good. This makes it easy to construct the clutch as a whole in a purely mechanical manner and to assemble so that energy usage is limited to maintaining this state, whether the clutch is engaged or disengaged.

An auxiliary unit transmission for a vehicle engine is provided with a pulley that can be connected and released, and in the connected state, this pulley transmits torque from the belt guide to the shaft via a friction clutch, When mounted so that it can rotate coaxially about the shaft in the released state, the present invention provides an alternative or additional means for reducing the cost and simplifying such an auxiliary unit transmission. Then, it is proposed that the belt guide is attached so that it can rotate around the shaft independently of the rotation of the shaft in the clutch disengaged state.

According to DE 42 43 777 A1, the belt guide and the shaft are always entrained both in the load gear stage and in the decelerated gear stage. However, according to the knowledge in conformity with the second aspect of the present invention, slow entrainment is often unnecessary. Often, it is sufficient if a shift change can be made between a fully connected state and a completely disconnected state. Since the road required for the shift change is short, the auxiliary unit can accelerate it in a sufficiently short time even against the inertial force. Also, if the surface of the passive drive plate is still stationary at the beginning and it moves together with the surface of the active drive plate at the load speed, two surfaces move together. The applied wear between the friction drive plates does not necessarily have to be significantly smaller.

In accordance with the third aspect of the present invention, an active friction drive plate is installed on one side of the passive friction drive plate, and the active friction drive plate is interposed between the active friction drive plate and the passive friction drive plate. It is proposed that the friction connection be made only.

Such an inventive idea makes it possible in particular to configure the auxiliary unit transmission in a very short axial direction. For example, a torque disk on the end face of the shaft can be a passive friction drive plate. By placing the friction clutch assembly as a whole in one direction, the assembly can be completely stored in the space surrounding the shaft. This makes it possible to shorten the length of the shaft as much as possible, and eliminates the need for exceeding the length required for the shaft and also allowing for the components of the auxiliary unit transmission.

In a preferred embodiment of the auxiliary unit transmission according to the invention, the belt guide is fixedly connected in the axial direction to the active friction drive plate. By pushing this point, the belt guide and the active friction drive plate can be configured as a single unit. For example, the belt guide and the active friction drive plate can be integrated with the pulley. In this case, the belt guide and the active friction drive plate are very essential components of the pulley. By performing the coupling fixed in the axial direction, it is possible to eliminate the use of speed transmission means. Of course, the unitary specification is particularly low cost and mechanically simple. In this way, the auxiliary unit transmission is not only assembled at a very low cost as a whole, but also has a very good wear resistance.

In order to efficiently organize the auxiliary unit transmission, or at least its essential components, in a small space, a belt guide can be installed at the outer periphery just outside the active friction drive plate. Conversely, in this case, the active friction drive plate can be stored in an empty space at the inner periphery of the belt guide, and therefore during operation, inside the belt running around it. Can be stored. The empty space inside the belt that runs around is originally a dead space for other units during the operation of the vehicle, but is thus efficiently utilized.

The above-described configuration can be realized not only in the auxiliary unit transmission according to the aspects of the present invention described above, but also in the case where the active friction drive plate is applied to the shaft, the belt guide, and the belt guide / base body. It can also be realized in an auxiliary unit transmission which is movable in the axial direction. By the way, in such a latter auxiliary unit transmission, the belt guide base body or, if preferred, the entire belt guide, together with the active friction drive plate, is axially passive friction. • Located on one side of the drive plate.

According to this aspect of the present invention, the configuration described above on one side of the passive friction drive plate is such that the active friction drive plate is relative to the shaft, belt guide and belt guide base body. This can also be applied when it is movable in the axial direction. In such a design, the movement of the belt guide is independent of the axial movement of the active friction drive plate. In this configuration, the belt guide and the active friction drive plate need to be separated into two parts, which is certainly disadvantageous, but depending on the intended use, It is also possible to dare weave the disadvantages, and if the active friction drive plate wears out, it can be replaced independently of the other components, which may be advantageous. Further, when the auxiliary unit transmission is configured in this way, it can flexibly cope with the newly developed friction drive plate material, and in this case, the belt guide is not affected. Moreover, at this time, as a complementary or alternative advantage to the aforementioned advantages, a relatively large belt force is found by the belt guide, and at the same time, the axial movement of the active friction drive plate Will not be disturbed. Such advantages are only possible at least in a limited way when engaging the clutch in the axial direction and not when taking the monolithic embodiment.

If the passive friction drive plate is located on a fixed ring plate on the shaft, it becomes easier to configure the clutch assembly unidirectionally with respect to the passive friction drive plate.

Regardless of whether the auxiliary unit transmission is formed according to any aspect of the present invention, it is advantageous if the active friction drive plate is mounted radially inward. An active friction drive plate is a component that transmits significant power and torque from transmission to transmission. Therefore, the installation must be carried out in a stable manner with the utmost consideration. This necessitates a particularly sturdy mount. Thus, if the active friction drive plate is mounted radially outward, a fairly solid housing must be provided around the drive plate. As a result, the auxiliary unit transmission becomes unnecessarily large. If an active friction drive plate is mounted radially inward, power is transmitted directly or indirectly to the shaft, avoiding critical situations. Moreover, the outer periphery of the auxiliary unit transmission is also considerably reduced.

The same is true when the pulley is mounted radially inward.

Auxiliary unit transmissions for vehicle engines with pulleys that can be connected and disconnected are additionally or alternatively proposed. In the coupled state, the pulley connects torque from the belt guide to the shaft attached to the housing via a friction clutch, and is attached so that it can rotate coaxially about the shaft when the coupling is released. At this time, the friction clutch is disposed outside the housing in the radial direction or the axial direction. Such an arrangement makes it possible to minimize changes to existing auxiliary units or housings when introducing the present invention. Since the shaft has already penetrated the housing anyway in order to interact with the belt guide, in essence, it is only necessary to prepare the pulley on the outside of the housing. . This also makes it possible to reduce the mounting space as a whole, as already fully described above for the entire space. In addition, at this time, it is also possible to control the friction clutch and its movable components directly from the outside of the housing, in addition or as an alternative to the aforementioned advantages, so that the unit transmission to the entire configuration The installation of the device is considerably simplified.

Preferably, the shaft is mounted radially inside the housing bushing and the pulley is mounted radially outside the bearing bush. This simplifies the configuration considerably. This is because the bearing bush can be used twice so that the installation space is not wasted.

Therefore, in order to realize the above-mentioned advantages-even if it does not lead to the great advantages as if the entire component is mounted radially or axially outwards-a friction clutch, belt guide, Individual pulley components such as active friction drive plates and pulley base bodies can also be mounted radially outward.

In order to press the active friction drive plate against the passive friction drive plate, a rear-supported transmission ring is proposed as desirable. Auxiliary unit transmissions and corresponding housings fitted with shafts, in any case, have a number of symmetrical rotating components and are therefore required when formed for these components. The ring has the smallest space. As a result, fixing of the clutch transmission is automatically ensured. However, only the axial power for pressing the friction drive plates still has to be dealt with. To that end, rear support is provided. It goes without saying that the mount that supports the transmission ring rearward is also preferably symmetrically rotated.

In the case of a one-piece construction, the individual components are directly integrated, so that the manufacturing process is also such that the necessary components are already formed together during the production of the blank, for example by a casting process. It is possible to take steps, which further simplifies the overall configuration of the auxiliary unit transmission.

Axial friction drive plate or — depending on the specific arrangement — on the mount that can be moved in the axial direction because the pulley as a whole is lighter in weight and can be moved in the axial direction with less wear. It is suggested to install on. A friction clutch generally has a short path required for a shift change, and in many cases, it is not necessary to provide an adjustment device for the twist of the belt. In particular, the overall configuration can be shaped so that minor distortions of the belt only occur in an unloaded state, i.e., in a disconnected state. In other cases, however, a corresponding adjustment device for the twisting of the belt can also be provided if it is required due to the required durability.

Adjustment assemblies for moving the belt guides and pulleys and the active friction drive plate in the relative axial direction are suitable. According to one specification, the adjustment assembly is an adjustment belt that also has a fixed adjustment device with a sloped engagement portion on the front, and at this time, by rotation of the adjustment ring and the adjustment device, A slope-like engagement portion can be formed so that the adjustment ring and the adjustment device are moved relative to each other in the axial direction. Therefore, the rotational motion is converted into the axial motion, and at this time, the rotational motion can be performed completely independently of the rotation of the shaft and the belt guide. By appropriately selecting the slope-shaped engagement portion, a large power can be generated by a sufficient axial movement in a relatively small mounting space. Rotational motion can be introduced, for example, by a vacuum unit, a servomechanism, or a similar acting component. At this time, a thread such as a trapezoidal screw may be applied for movement.

A particularly advantageous arrangement for achieving axial movement is that the axially adjustable mount is a roll bearing with inner and outer races and rolling elements installed between them. Have been prepared. At that time, the adjusting mechanism has a clamping unit, and the inner race of the roll bearing for transmitting the transmission torque is fixed by the clamping unit in a clutch connected state. This provides power to the inner race of the roll bearing and allows the entire mount to move with the belt guide and active friction drive plate. Since the inner race is fixed when the clutch is engaged, the state can be accurately defined.

Further, the clamping unit can be constituted by spring washers installed on both sides of the inner race of the rolling mount. This advantage is great. For one thing, it has the advantage that the adhesion can be precisely defined in advance. Another advantage is that the clutch connection is deviated by a spring-loaded structure. This ensures a very gentle operation of the auxiliary unit transmission in the clutch engaged state. Incidentally, the clamping unit can be designed so that some clamping force remains even when the clutch is disengaged. As a result, vibration can be reduced even in a disconnected state.

According to the fourth aspect of the present invention, the belt guide base body and the active friction drive plate are installed on one side of the axially passive friction drive plate. With respect to the implementation of the auxiliary unit gearing in line with this, in another embodiment it is proposed to place the active friction drive plate in an axially extending notch in the belt guide base body. A notch in the belt guide base body is a kind of opening, and an active friction drive plate is accommodated in the opening. Also, the active friction drive plate is pressed through the opening or out of the opening to the passive friction drive plate, and the clutch is engaged. Such a design reduces the demands on the pulley base body mount itself. This is because most of the axial power can be transmitted directly to the active friction drive plate. Active friction drive plates and pulleys that are clutch-connected by installing an active friction drive plate in an axially extending notch in the belt guide base body without requiring any other components -A rotary drive plate device that transmits torque to and from the base body can be manufactured.

Especially in such a design, the mechanism that adjusts the active friction drive plate and belt guide has an elastic clamping unit, which is active when the clutch is engaged and the friction drive plate and belt guide. The drive plate connection between the two is fixed to enable transmission of drive torque. Thus, it is the spring force on the friction surface of the passive friction drive plate that ensures the drive plate connection. This also releases the vibration of the clutch connection.

The load experienced by the belt guide and the belt guide base body from the axial power transmission is reduced particularly when the active friction drive plate passes completely through the belt guide base body in the axial direction. In a particularly preferred embodiment, the active friction drive plate has for this purpose a number of separate friction bodies along its periphery, and these friction bodies when the auxiliary unit transmission is in operation. The front surface of the plate provides a frictional connection with the passive friction drive plate.

According to advantageous specifications, the pulley base body and the active friction drive plate are prepared to be supported on the outer periphery of the auxiliary unit housing in a rotatable and axially movable manner. Yes. Therefore, the pulley base body becomes an indispensable component of the auxiliary unit. This clearly establishes that the driving pulley can not be shifted, but the auxiliary unit pulley itself can be shifted.

This makes it possible in particular to engage and disengage individual auxiliary units. As a result, energy is always saved during operation of the vehicle motor, not just during start-up. This is because the auxiliary units are connected or disconnected individually or as a group as necessary.

Due to the structural simplicity, the adjusting device of the adjusting mechanism is prepared to be a component of the auxiliary unit housing. In this case, in particular, the slope-shaped engagement part can be formed directly in the corresponding area in the auxiliary unit housing, so that no further extra components are required. Also at this time, for example, a synthetic resin technique can be used, and specifically, the slope-shaped engagement portion can be directly formed at once using an injection process. Similarly, the formation can be performed by a suitable casting process.

According to one embodiment, the friction of an active friction drive plate or a passive friction drive plate is obtained so that an efficient clutch coupling effect is obtained and the friction surface is enlarged in each of the proposed embodiments. Numerous coaxial and face-to-face mating grooves in the form of circular or annulus ring segments are formed on the surface. At this time, the friction surface of the passive friction drive plate has a complementary engaging groove with respect to the friction surface of the active friction drive plate. These engagement grooves engage with the edges on the friction surface of the active friction drive plate in the clutch engaged state. Depending on the shape of the cross section and range of the groove, the contact pressure can be enhanced. Moreover, the tendency to wear is reduced with the expansion of the friction surface.

According to one particularly low-cost specification, the belt guide base body and belt guide and active friction drive plate are prepared to be manufactured from a single synthetic resin material. Therefore, the belt guide base body and the active friction drive plate can be made in one manufacturing process as required using a general synthetic resin processing procedure. In that case, it is also possible to use a variety of materials, for example using two-color formation. In this case, a metal material or a ceramic material can be applied.

In order to increase the durability of the inherent torque connection, the active friction drive plate and the passive friction drive plate can have a clutch lining. This clutch lining absorbs heat generated during the initial idling during gear change, and the coefficient of friction also increases considerably.

Advantageously, the meshing groove and the complementary meshing groove of the active friction drive plate and the passive friction drive plate are arranged in the clutch lining. At this time, the clutch lining can exert its effect also in the edge region of the meshing groove.

Furthermore, according to one specification, it is also advantageous if action means are arranged on the shaft and these action means rotate in the auxiliary unit housing in the clutch engaged state. . The working means driven by the pulleys are then directly in the auxiliary unit housing, and this makes it possible to realize one very compact component unit. In this case, a wide variety of operation means can be considered, and these constitute a rotor together with the shaft, and this rotor is always in an operating relationship with the unit housing.

A pump housing is preferred as the unit housing, and accordingly, a pump gear is preferred as the action means. In an auxiliary unit of an internal combustion engine, for example, a pump such as a water pump, an air pump, an A / C compressor, or a power steering pump is often used. These pumps can be connected and disconnected as necessary as long as each of them has a switchable belt pulley. Thereby, the output loss of the internal combustion engine can be greatly reduced.

According to another aspect of the invention, the invention relates to an auxiliary unit for a vehicle engine, the auxiliary unit comprising a unit housing and a shaft, a working means arranged on the shaft and A pulley attached to the outer periphery of the unit housing in a rotatable manner. This pulley is designed so that it can be connected to the shaft via a clutch or can be released from the connection.

In response to such a proposal, a pulley supported directly on the unit housing is provided directly to the auxiliary unit for the first time, at which time the pulley can be connected to the shaft of the auxiliary unit by mechanical action. It has become. In particular, in the case of arrangements that can be found through coupling by mechanical action, in the connected state--and therefore in the disconnected or coupled state--for example, engines, power assists, magnets etc. There is no load on the corresponding actuator, just energy is used to change gears. As explained above, in such an arrangement the pulley is outside the housing, but such an arrangement is particularly compact. Whereas the belt always engages the pulley, the auxiliary unit can selectively connect or disconnect it. Therefore, in this case also, the engine only has to perform the task of driving the auxiliary unit only when the auxiliary unit is connected.

As explained above, a number of detailed features of the present invention are that the pulley can be or can be a direct component of the friction clutch. Along with the cost aspect that is very important in the field of automobiles, the requirements for operational reliability can also be more easily met by such features. This is because the friction clutch connection is a fairly simple connection depending on its function and configuration, in particular compared to known mechanisms that are very expensive electrically or mechanically.

As is apparent from the above description, the following procedure for driving the auxiliary unit transmission for an internal combustion engine having a pulley capable of connecting and releasing the auxiliary unit to the shaft is also advantageous. That is, according to this, the auxiliary unit transmission is driven by a pulley coupled to the crankshaft of the vehicle engine and a belt engaged with at least one pulley of the auxiliary unit, and the pulley is connected to the shaft of the auxiliary unit. It is a procedure in which the release is performed according to at least one parameter or the operator's selection. At this time, the auxiliary unit transmission can be used in accordance with one of the designs according to the above description.

In the prior art, the crankshaft pulley is connected or released. On the other hand, according to the present invention, when there is an auxiliary unit that is not necessary for the time being, it is preferable that only the auxiliary unit is individually separated from the drive system. This can be an interesting case, especially with the use of water pumps or cooling compressors.

Two advantageous embodiments of the invention are described in detail below with reference to the drawings.

A water pump 1 shown in a full sectional view on FIG. 1 is attached as an auxiliary unit to one internal combustion engine that is not shown or described in detail. The mounting and arrangement of the various auxiliary units can be done in a similar manner as in EP 0 136 384 A1, with their respective assigned pulleys and circumferentially moving belts. However, the pulley does not necessarily have to be connected to or disconnected from the crankshaft of the internal combustion engine via a clutch.

The belt is also not shown, but it is a poly-V belt and connects at least the water pump 1 shown here with the crankshaft pulley.

The water pump 1 has a bell-shaped pump housing 2, which has an inlet and drain for coolant that are not shown in detail. The pump housing 2 is attached to the engine block by a flange 3 according to a preferred method, and the pump shaft 4 extends coaxially through the pump housing 2. The pump shaft 4 is supported inside the bearing sleeve of the housing 2 in the pump housing 2 via rolling bearings 5 and 6 mounted in the pump housing 2 at a distance from each other. The bearing sleeve, as a tubular journal, is distinguished from the other housings and holds the rolling bearings 5 and 6 radially inward. A water pump impeller 8 rotates in the pump room 7 of the pump housing 2. The impeller is fixed to a steel hub 9, and the steel hub is pressure-bonded to the pump shaft 4. However, in this case, the water pump impeller 8 can be integrally coupled to the pump shaft 4 by injection molding or other means.

The pump shaft 4 is reduced in diameter in the front region outside the pump housing 2, on which the torque plate 11 is coupled to the pump shaft 4 in a non-rotatable manner. It has been fixed. The torque plate serves as a friction clutch component, and is provided with a number of concentric engagement grooves 12 on its upper part, on the side of the pump housing 2. The clutch lining 13 is coated over the entire area of the engagement groove 12, and this clutch lining is also formed along the contour of the engagement groove 12 over the entire area. On the back side of the torque plate 12, there is a rib 11 'that can serve as a reinforcement or a fan blade. Such a fan can be prepared as an integral component of the drive plate or alternatively as an auxiliary component on the drive plate shaft. This has created a built-in design of fan and clutch and clutch components. Such a configuration makes it possible in particular to drive the fan and the water pump together, which is an advantage for driving the water pump of the motor vehicle independently of the other features of the present invention. This is particularly advantageous when the fan and water pump are on the shaft and when the fan is integrally formed with the water pump shaft. This is because, at this time, the fan is operated only when a water pump is required, that is, when the water has to be cooled.

The water pump 2 has a cylindrical clutch portion 14 at its outer bearing sleeve portion. On the surface of the clutch portion, a rolling bearing 15 is pushed in such a manner as to be movable in the axial direction, and a pulley / base body 16 is mounted thereon. The rolling bearing 15 includes an inner race 17, an outer race 18, and a number of rolling elements. The pulley base body 16 is fixed on the outer race 18, and as a result, the pulley 20 configured as described above can rotate around the clutch portion 14 of the pump housing 2.

Appropriate mounting grooves 21 are provided on the outer periphery of the pulley base body 16 so that these mounting grooves can be engaged with the corresponding poly V belt. A number of engagement grooves 22 arranged concentrically with each other are provided on the front surface of the pulley base body 16 on the opposite side of the pump housing 2, and these engagement grooves are meshed on the torque plate 11. It is formed to be complementary to the groove 12.

On the clutch portion 14 of the pump housing 2 is a retaining ring 23 which holds the rolling bearing 15 and thereby holds the pulley base body 16. An annular return spring 24 is disposed between the inner race 17 of the rolling bearing 15 and the holding ring 23. On the opposite side of the inner race 17 is an annular pressure spring 25. In the connecting position shown in FIG. 1, the inner race 17 is sandwiched between the return spring 24 and the pressure spring 25, so that the inner race 17 is fixed on the clutch portion 14 and cannot rotate. It is kept in.

Movement of the pulley 20 in the axial direction is effected by an adjustment ring 26 shown in FIGS. 2 and 3, which has a slope-like engagement 27 on the side facing the pump housing 2. . The pump housing 2 has a complementary slope-like engagement at its adjustment part 28 in contact with the clutch part 14. The adjustment ring 26 has an adjustment lever 29 on its side, which can be actuated via a retaining ring 30. In order to activate this, suitable means are used which act on the retaining ring 30 of the adjusting lever 29 and rotate the adjusting ring 26 about its axle.

As can be seen at a glance, in this embodiment, the pulley base body 16, which is an active friction drive plate, has a meshing groove 22 on the front surface opposite to the pump housing 2. The pulley base body is guided so as to be movable in the axial direction, and for connection, the pulley base body is pressed against the torque plate 11 having the engagement groove 12 which is a corresponding passive friction drive plate. Accordingly, a frictional connection is created, and correspondingly, as the active friction drive plate moves in the axial direction, the belt guide formed by the mounting groove 21 also moves in the axial direction. Yes. This is because the active friction drive plate and the belt guide are formed integrally with each other.

The effects and functions of the water pump 1 according to the above description will be described below.

In the coupled state shown in FIG. 1, the pulley base body 16 with the engagement groove 22 is pressed against the clutch lining and therefore also against the engagement groove 12 of the torque plate 11. The pressing force required for this is applied by the pressure spring 25-the pulley base body therefore acts not only as a belt guide but also as an active friction drive plate at the same time. This pressing force is partially reduced again by the compression of the return spring 24. For example, when an adjustment force of 5 N is applied to the adjustment lever 29 by a vacuum unit, a servo mechanism, or the like, depending on the lever length of the adjustment lever 29 and the engagement portion 27 of the adjustment ring 26 and the engagement portion of the adjustment portion 28 This force is strengthened by the pitch of. From the coefficients of both adjustment mechanisms, the total coefficient 25 is easily obtained as a result of the synergistic calculation. In the case of 5 N given here as an example, as a result, an axial force of 125 N is generated without considering the friction in the meshing portion. This axial force is reduced by a force of, for example, 25 N of the return spring 24. As a result, a pressing force of, for example, 100 N in the axial direction is obtained. This force is strengthened by a contour corresponding to the coefficient of 3 by the contour and the friction surface of the clutch lining.

As described above, the axial movement due to the rotation of the adjustment ring 26 is performed in correlation with the adjustment portion 28, so that the flat portion 31 of the adjustment ring 26 is flat in the position shown in FIG. 1. As a result, the distance between the two components is the maximum. Further, at this time, the pressure that the pressure spring 25 and the return spring 24 press against each other in a desirable manner is maximized. As a result, the pulley 20 driven by the belt transmits a desired torque to the torque plate 11 between the meshing groove 22 on the pulley base body 16 and the clutch lining 13 of the torque plate 11. A sufficient coupling effect is generated that is only transmitted to the shaft 4 via the torque plate. Thereby, the water pump impeller 8 inside the pump housing 2 is driven, and the coolant flows.

If such a pumping procedure is no longer required, or if a pre-defined parameter is reached, the adjustment ring 26 makes an additional one-eighth revolution about its axis, so that the adjustment ring 26 The upper engagement portion 27 and the complementary engagement portion in the adjustment portion 28 are completely engaged with each other, so that the mounting height required by both is minimum, and the spring 24 and the spring 25 are mutually connected in a desirable manner. The force that presses against is minimal, or there is no load at all. In most cases, it will be desirable for the inner race 17 to have minimal coupling force remaining. At this time, the movement of the pulley base body 16 moving axially back to the right in FIG. 1 is sufficiently large so that the engagement groove 22 no longer engages with the engagement groove 12 on the torque plate 11, so that the torque is It is not transmitted at all. In this case, the pump shaft 4 and the pump impeller 8 are stationary.

It is preferred that the adjustment lever 29 be bent so that it can be seen between the pulley 20 and the pump housing 2 so that such a procedure can be carried out very easily.

By the action of the return spring 24 and the pressure spring 25, the pulley 20 is securely fixed on the pump housing 2 by a method with little vibration. This considerably stabilizes the operation of the entire water pump.

The belt guide in the form of a mounting groove 21 and an active friction drive plate with a friction surface 22 are integrally formed so that they can be directly coupled no matter how the components move in the axial direction. It is clear that However, as soon as the clutch connection is released, the rotation of the belt guide 21 is completely independent of the rotation of the shaft 4.

Whether in a connected state or a disconnected state, the active friction drive plate is installed on one side in the axial direction with respect to the passive friction drive plate in the form of the torque plate 11. When the auxiliary unit transmission 1 is clutch-coupled, a frictional connection is made only between the active friction drive plate and the passive torque plate 11 whose back is reinforced for this purpose.

A second embodiment of the present invention will be described below in detail with reference to FIG. Where the same components are referred to in terms of structure and effect, reference is made to the above description, since the same reference numerals are used in the above embodiments. Therefore, only essential differences will be described below.

In this embodiment, the pulley base body 16 is supported on the clutch portion 14 of the pump housing 2 in such a manner that it cannot move in the axial direction. The inner race 17 of the rolling bearing 15 is in contact with the retaining ring 23. In the case of this embodiment, the clutch portion 14 is finished in a longer shape than in the case of the above embodiment. This is because another clutch disk 32 (or drive plate) is pushed into the clutch portion 14. For this purpose, the clutch disc 32 has a cylindrical mounting hole at its center. This clutch disk includes a number of clutch protrusions 33 extending forward in the axial direction. These protrusions extend through corresponding openings 34 provided in the pulley base body 16, and concentric segment shapes are formed on the front surfaces of these protrusions facing the torque plate 11, respectively. Presented mating grooves 22 'are provided. The protrusions adjacent to these meshing grooves 22 ′ can mesh with the meshing grooves 12 of the torque plate 11.

The clutch disk 32 applies pressure in the direction of the inner race 17 via a dish-shaped return spring 24 '. A thrust bearing 36 is in contact with the back surface 35 of the clutch disk 32 and is also guided on the clutch portion 14. A disc-shaped pressure spring 25 ′ is disposed between the adjustment ring 26 and the thrust bearing 36.

The effects and functions of the second embodiment will be briefly described below.

The connection of the pulley 20 to the pump shaft 4 and its release is effected via an adjusting ring 26, as in the previous embodiment, which corresponds to a corresponding counter-meshing part on the part 28 of the pump housing 2. It is supported by. In the connected state shown in FIG. 4, the adjusting ring 26 and the portion 28 are extended to the maximum with respect to each other. As a result, the return spring 24 ′ and the pressure spring 25 ′ are deformed by receiving a load. It is in. In this case, the power transmitted through the thrust bearing 36 acts on the clutch disk 32, and the clutch disk pushes the torque plate 11 by the front surface of the clutch protrusion 33, thereby generating torque transmission.

In order to release the connection, the adjustment ring 26 rotates clockwise and the load on the return spring 24 ′ and the pressure spring 25 ′ is released. As a result, the clutch disk 32 and the thrust bearing 36 are similarly moved in the right direction, and the clutch protrusion 33 is disengaged from the torque plate 11.

For the sake of completeness, it should be pointed out that the torque plate 11 can also be manufactured from synthetic resin. In this case, the torque plate 11 can be sputtered on the shaft 4 or coupled to be integrated with the shaft 4. Similarly, the clutch lining 13 can be integrally overlapped by a synthetic resin processing technique.

As can be seen at a glance, in the above two embodiments, the rotation of the shaft 4 is performed when the belt guide (the outer periphery of the pulley / base body 16 with the mounting groove 21) is disconnected. It is possible to rotate around this shaft. In addition, the active friction drive plate, ie, the pulley base body 16 having the engagement groove 22 on the opposite side of the pump housing 2 on the front surface thereof is a passive friction drive plate, that is, the torque plate 11 having the engagement groove 12. The frictional connection is made only between the active friction drive plate and the passive friction drive plate.

Furthermore, it is also possible to design the flat contour on the peripheral edge of the pulley 20 to be flat and to widen this portion so as to cover the maximum anticipated movement width. In this way, the belt will remain in its original axial position as the pulley 20 moves axially, especially if it is a flat belt.

As indicated here, the clutch lining can be selectively mounted on the torque plate 11 or the pulley 20.

It should be noted that the water pump 1 displayed here is only an example for an auxiliary unit in an internal combustion engine. The pulley supported on the unit housing can also be used in the case of a power steering pump, an A / C compressor or the like.

FIG. 2 is a full sectional view of a water pump as an auxiliary unit of an internal combustion engine with pulleys, together with an adjustment ring for activating a clutch connection. The adjustment ring of FIG. 1 is seen from the right direction of FIG. FIG. 3 is a view of the adjustment ring of FIG. 2 taken along line III-III in FIG. A water pump as an auxiliary unit of an internal combustion engine provided with a pulley is shown in its second embodiment.

Claims (36)

In a vehicle engine equipped with a pulley that can be connected and released, when the pulley is connected, torque is connected from the belt guide to the shaft via a friction clutch, and when the pulley is disconnected, the pulley rotates coaxially around the shaft. Is supported in such a way that the active friction drive plate of the pulley is guided in an axially movable manner and is connected to a corresponding passive friction drive plate for connection. Auxiliary unit transmission for such a vehicle engine in which a friction clutch connection is created by being pressed, and in the axial direction of the belt guide as the active friction drive plate moves in the axial direction Such auxiliary unit transmissions, characterized in that movement occurs . In a vehicle engine equipped with a pulley that can be connected and released, when the pulley is connected, torque is connected from the belt guide to the shaft via a friction clutch, and when the pulley is disconnected, the pulley rotates coaxially around the shaft. Auxiliary unit transmission for such a vehicle engine, when supported in a possible manner, and capable of rotating about the shaft independently of the rotation of the shaft with the belt guide disconnected. The auxiliary unit transmission according to claim 1, wherein A vehicle engine equipped with a pulley that can be connected and released. When this pulley is connected, torque is connected from the belt guide to the shaft via a friction clutch, and when the pulley is disconnected, it rotates coaxially around the shaft. Is supported in such a way that the active friction drive plate of the pulley is guided in an axially movable manner and is connected to a corresponding passive friction drive plate for connection. In the case where the friction clutch coupling is created by being pressed, such an auxiliary unit transmission for a vehicle engine, the active friction drive plate is located on one side of the passive friction drive plate and is only active Friction drive play And wherein the friction clutch connected only between the passive friction drive plate is performed, the auxiliary unit transmission, according to claim 1 or 2. 4. The auxiliary unit transmission according to claim 3, wherein the active friction drive plate is arranged on one side in the axial direction with respect to the passive friction drive plate. The auxiliary unit transmission according to any one of the preceding claims, characterized in that the belt guide is fixed axially on the active friction drive plate. The auxiliary unit transmission according to claim 1, wherein the belt guide and the active friction drive plate are integrally formed on a pulley. In a vehicle engine equipped with a pulley that can be connected and released, when the pulley is connected, torque is connected from the belt guide to the shaft via a friction clutch, and when the pulley is disconnected, the pulley rotates coaxially around the shaft. An auxiliary unit transmission for such a vehicle engine, when supported in a possible manner, wherein the active friction drive plate is axially movable relative to the shaft and belt guide; In addition, when a rotational connection is made between the belt guide base body and the active friction drive plate, the belt guide base body and the active friction drive plate are compared to the passive friction drive plate. It is arranged on one side in the axial direction. And wherein the auxiliary unit transmission, according to any one of claims 1 to 6. 8. The belt guide base body and the active friction drive plate are arranged together on one side in the axial direction with respect to the passive friction drive plate together with the belt guide. Auxiliary unit transmission device. The auxiliary unit transmission according to any one of the preceding claims, characterized in that the belt guide is arranged radially outside the active friction drive plate. Auxiliary unit transmission according to any one of the preceding claims, characterized in that a passive friction drive plate is arranged on a reinforced annular disc on the shaft. The auxiliary unit transmission according to any one of the preceding claims, characterized in that the active friction drive plate is arranged radially inward. The auxiliary unit transmission according to any one of the preceding claims, wherein the pulley is disposed radially inward. In a vehicle engine equipped with a pulley that can be connected and released, this pulley connects torque from a belt guide to a shaft attached to the housing via a friction clutch in the connected state, and in a disconnected state In the case of being supported in a coaxially rotatable manner around the shaft, such an auxiliary unit transmission for a vehicle engine, characterized in that the friction clutch is arranged radially outside the housing. The auxiliary unit transmission device according to any one of claims 1 to 12. In a vehicle engine equipped with a pulley that can be connected and released, this pulley connects torque from a belt guide to a shaft attached to the housing via a friction clutch in the connected state, and in a disconnected state In the case where it is supported by a coaxially rotatable method around the shaft, it is such an auxiliary unit transmission for a vehicle engine, and the friction clutch is arranged outside the housing in the axial direction. The auxiliary unit transmission device according to any one of claims 1 to 13. The shaft is radially supported on the inside of the housing against the bearing bush, and the belt guide, active friction drive plate, pulley base body and pulley are supported on the outside of the bearing bush. The auxiliary unit transmission according to claim 13 or 14, characterized in that The auxiliary unit transmission according to any one of the preceding claims, characterized by a gear ring with a reinforced rear surface for pressing the active friction drive plate against the passive friction drive plate. The auxiliary unit transmission according to any one of the preceding claims, characterized in that the pulley, the active friction drive plate and the pulley base body are arranged on a single axially movable mount. . The adjustment mechanism for moving a pulley, a belt guide, an active friction drive plate, and a pulley base body relatively in an axial direction is prepared. Auxiliary unit transmission device. The adjustment mechanism has an adjustment ring with a sloped engagement portion and a fixed adjustment device with a complementary slope-like engagement portion, and is adjusted by rotation of the adjustment ring and the adjustment device 19. Auxiliary unit transmission according to claim 18, characterized in that the slope-shaped meshing part is shaped in such a way that the axial movement of the ring or the adjusting device takes place in a mutually relative manner. apparatus. The axially movable mount is a roll bearing with inner and outer races and rolling elements placed between them, and the adjustment mechanism has a clamping unit, which is connected The auxiliary unit transmission device according to any one of claims 17 to 19, wherein the driving torque is transmitted by clamping an inner race of a roll bearing. 21. The auxiliary unit transmission according to claim 20, wherein the clamping unit is formed by spring washers arranged on both sides of the inner race of the roll bearing. An adjustment mechanism is provided to move the pulley, belt guide, active friction drive plate and pulley base body relatively in the axial direction, and this adjustment mechanism has an elastic clamping unit. The auxiliary unit transmission according to any one of claims 1 to 16, wherein the unit transmits the driving torque while elastically sandwiching the active friction drive plate in the connected state. The auxiliary unit transmission according to any one of the preceding claims, wherein the active friction drive plate is housed in a notch extending in the axial direction in the pulley base body. 24. Auxiliary unit transmission according to claim 23, characterized in that the active friction drive plate passes completely through the belt guide base body in the axial direction. 8. Auxiliary unit transmission according to any one of the preceding claims, characterized in that the active friction drive plate has a number of separate friction bodies along its periphery. The pulley, belt guide, active friction drive plate and pulley base body are supported on the outer periphery of the unit housing in a rotatable and axially movable manner. The auxiliary unit transmission device according to any one of the items. 27. Auxiliary unit transmission according to claim 26, characterized in that the adjustment device of the adjustment mechanism is a component of the auxiliary unit housing. The friction surfaces of the active and passive friction drive plates form a number of coaxial, face-to-face, circular or annular ring segmented mating grooves, both sides of which Any of the preceding claims, characterized in that the friction surface of the passive friction drive plate has complementary mating grooves to the friction surface of the active friction drive plate when designed in such a way The auxiliary unit transmission device according to claim 1. Auxiliary according to any one of the preceding claims, characterized in that the pulley, belt guide, pulley base body, active friction drive plate, and passive friction drive plate are manufactured from a synthetic resin material. Unit transmission device. The auxiliary unit transmission according to claim 1, wherein the active friction drive plate and the passive friction drive plate have a clutch lining. 31. The auxiliary unit transmission according to claim 30, wherein a meshing groove and a complementary meshing groove are arranged in the clutch lining. The auxiliary unit transmission according to any one of the preceding claims, characterized in that action means are arranged on the shaft and these action means rotate in the auxiliary unit housing in the connected state. A torque plate, passive friction drive plate and action means are connected to the shaft so as to be integrated with the shaft, in which case it is preferable to use a synthetic resin forming procedure. The auxiliary unit transmission according to claim 1, wherein the auxiliary unit transmission is provided. The auxiliary unit transmission according to any one of the preceding claims, wherein the unit housing is a pump housing, and a pump impeller is provided as an action means. The vehicle engine comprises a unit housing, a shaft, a working means arranged on the shaft, and a pulley supported in a rotatable manner on the outer periphery of the unit housing, the pulley being connected via a clutch. An auxiliary unit transmission for a vehicle engine, wherein the auxiliary unit transmission is connected to the shaft or released from the shaft. 36. A procedure for driving an auxiliary unit transmission for a vehicle engine according to any one of claims 1 to 35, wherein the vehicle engine has at least one auxiliary unit, which comprises a pulley. The driving procedure of the auxiliary unit transmission device is characterized in that the pulley can be connected to or released from the shaft of the auxiliary unit,
The following steps,
Driving the auxiliary unit transmission via a pulley coupled to the crankshaft of the vehicle engine and a belt meshing with at least one belt guide of the auxiliary unit;
Connection and release of the belt guide to and from the shaft of the auxiliary unit, in accordance with at least one pre-defined parameter and the operator's choice,
With driving procedure.

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