KR850001648B1 - Internal combustion engine fan drive - Google Patents

Abstract

The drive has a hydraulically operated multi-plate clutch inside a belt driven pulley. The support bracket and shaft have an internal lubricant supply and return passages. A branch from the support bracket and shaft goes to a solenoid valve bolted onto the bracket. A further internal line leads from the bracket to the clutch pressure chamber. When the valve opens, oil entering the chamber escapes past a ball valve in the radial wall off its seat by centrifugal force.

Description

홴 Drive

1 is a side view of an internal combustion engine including a shock drive device according to the present invention;

FIG. 2 is an enlarged cross-sectional view of the shock drive device shown in FIG.

3 is a partially enlarged view of the fan drive.

4 shows a partially enlarged view similar to FIG. 3 or different positions of the parts.

The present invention relates to a shock drive for an internal combustion engine, which also includes a clutch drive connected between the engine and the wing of the shock.

The piston moves to operate this clutch and a working fluid is used to move the piston. Using engine lubricating oil as its working fluid, the isotonic value is connected to the engine lubrication system, and the engine temperature response circuit operates to engage and release the clutches described at any engine temperature.

The shock drive has a fluid supply passage, a return passage and a control passage, but only two fluid connections are needed for the clutch, and when the temperature response circuit is actuated to release the clutch, the valve releases pressure. Release the clutch quickly.

Internal combustion engines, such as diesel engines, are typically driven by an engine and have a cooling fan for moving air through the radiator of the engine to cross the engine.

The purpose is of course to prevent the engine and its accessories from overheating. In the past, these fans were connected to drive continuously regardless of engine temperature or speed, but recently, a fan drive has been developed that has a clutch that drives the fan only under certain conditions. For example, when a cold day or when the vehicle is traveling at high speeds, cooling is not necessary, so driving the fan is not necessary.

The purpose of such a fan drive is to save fuel in the engine by rotating the fan only when cooling is needed, and to use the greater power left in the drive when the cooling of the fan is not needed.

Another object is to reduce the noise of the jaw while releasing the clutch as much as possible, and designs of a number of jaw drives have been developed to realize this action.

The system disclosed in Geiger U.S. Patent No. 2,927,563 describes the use of an engine lubricating oil as the working fluid and the inclusion of an engine coolant temperature sensor in the system to operate the clutch. U.S. Patent No. 3,804,219 The drive disclosed in Hog and Borg Warnor Corporation Brochure Form 2262-7R 5M2 / 76 uses compressed air to operate the clutch.

A drawback of the drive of the above nature is that it requires five or more fluid connections to the drive.

The critical air passage of the air pressure operation system must be connected, and the hydraulic actuator must be installed in the drive system to circulate the lubricating oil. In the case of the engine lubricating oil pressure clutch, the control passage and the two lubricating oil circulation passages are to be provided. do.

Another drawback is the operation of at least some of the systems described above.

To explain this, the pressure causes the clutch to operate by opening the valve, which causes the pressure to be released by closing the valve.

However, when the valve is closed the compressed fluid stagnates in the clutch and the pressure drops relatively slowly as the fluid leaks between the clutch components. The relatively gradual release of this pressure causes the clutch to operate in a partially engaged state, resulting in overheating and abrasion of the clutch plate, requiring a separate glazing.

Summary of the Invention It is a general object of the present invention to provide a shock drive device that is improved to avoid the above problems.

That is, the drive device of the present invention uses the engine lubricating oil as the control and lubrication medium, and makes only two fluid connections to the drive device. The pressure relief valve is installed to operate by the lubricating oil pressure and centrifugal force. It's rocky.

The fan drive of the present invention includes an engine drive, a fan and a liquid supply system, the liquid supply system having a high pressure pump outlet and a low pressure pump return inlet, and the fan drive device also includes an engine drive and a fan. The clutch has a clutch between the clutch and the clutch, which includes a pressure chamber and, when engaged, connects the engine drive to the wheel and, when released, removes the engine drive from the wheel.

The shock drive device also has a supply path and a return path connected to the pump outlet and the pump return inlet, respectively, for continuously circulating through the liquid while the engine is running.

The shock drive device also includes a control passage connected to the pressure chamber and a seal forming a boundary of the pressure chamber, the first valve having one opening position and one closing position, and the first valve being connected to the control passage. The liquid flows between the pressure chamber and the pump outlet in the open position, and the first valve closes the control passage against the flow of liquid in the closed position.

A second valve is provided between the pressure chamber side return passages, which respond to the liquid pressure in the pressure chamber, close to the flow of liquid at high pressure, and open to the flow of liquid at low pressure.

When the first valve is opened, the pressure of the lubricant generated in the pressure chamber closes the second valve, and when the first valve is closed, the lubricant leaks from the pressure chamber to open the second valve.

The first valve may be an electromagnetic fluid valve responsive to temperature, and the second valve may be responsive to centrifugal force and the aforementioned pressure of the liquid in the pressure chamber.

It is also possible for the engine lubrication system to form a liquid supply system.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

In FIG. 1, the engine 10 has a conventional construction, except for the shock drive and associated gear connections.

The engine 10 has a head 11, a block 12, an oil cylinder 13, a turbocharger 14 and a branch pipe 15, and the pulley 17 is an accessory. Connected to be driven by the crankshaft of the engine 10 via a series of gears (not shown), the accessory of the engine holding the shock drive device 21 (first and second) according to the present invention Drive.

The shock driving device 21 is supported at the front end of the engine 10 by an attached bracket 22, and the bracket 22 is fixed to the member 20 of the engine to fix the bracket 22 using bolts. A plurality of threaded holes 24 are formed therethrough, and a fixed shaft 26 extending forward from the bracket 22 is fixed on the fixed bracket 22.

This stationary shaft 26 is cylindrical and starts at stage 28 and the central portion of the stationary shaft 26 has a reduced diameter.

In addition, the front one-third part (hereinafter referred to as the front part) 31 of the shaft 26 is gradually reduced in diameter, starting from the other end 32, and the rear third part (below) The rear part is denoted by reference numeral 30.

Hub 36 is rotatably mounted at front portion 31 of shaft 26 to support wings 35 and wing attachments 34 of hub 35, hub 36 being shaft 26. It has an inner hole 37 suitable for the front portion 31 of which the hub 36 is rotatably attached to the shaft 26 by the bearing 38. A plurality of annular springs 42 and roller thrust bearings 43 are provided between the front end face of the shaft 26 and the central portion of the hub 36, and the thrust bearings 43 have a hub 36 and a shaft. Absorbing the thrust load between the 26, the spring 42 puts a preload on the bearing.

Wings of vanes 35 and wing attachments 34 are secured to flanges 44 of radially extending hubs 36 and bolts 46 are used to straighten attachments 34 to hubs 36. .

In addition, the shock drive unit 21 has a housing including a pulley portion 51 and a lid portion 52 which are integrally fixed by bolts 53 arranged at a plurality of angular intervals. 51 is rotatably installed on the rear portion 30 of the shaft 26 by the rear roller bearing 54, the cover portion 52 is on the outer surface of the hub 36 by the front roller bearing 58. It is installed to be rotatable.

As shown in FIG. 2, the bearings 54 and 58 are inclined so that the bearings 54 prevent the forward movement of the pulley portion 51 and the bearings 58 of the lid portion 52. FIG. Prevent deportation movements.

The internal rotation of the rear roller bearing 54 is prevented from forward movement by the support ring 62 fixed to the shaft 26 by the screw 63 at the end 28 immediately before the bearing 54, the front The internal rotation of the roller bearing 58 is rearwarded by a support ring 64 fixed in a round groove formed on the outer circumferential surface of the hub 36 and a support washer 66 located between the bearing 58 and the ring 64. Movement is prevented. The rear rotation shaft sealing portion 67 is provided at the rear of the bearing 54 between the outer surface of the rear portion 30 of the shaft 26 and the inner circumferential surface of the pulley portion 51, and the other rotating shaft sealing portion 68 is a hub. It is provided in front of the bearing 58 between the outer circumference of the 36 and the inner circumference of the lid portion 52.

As is evident from the above description, the housing is rotatable due to the bearings 54 and 58 in relation to the shaft 26 and the hub 36, and also the sealings 67 and 68 of the shaft 26. ) Prevents leakage of fluid from the interior of the housing. A pair of round V-belt receiving ports 69 are formed on the outer circumferential surface of the pulley portion 51, which accommodates two belts 18, which are engine driving devices.

Accordingly, the belt 18 rotates the pulley portion 51 and the cover portion 52 when the engine is in operation.

The hub 36 is a clutch mechanism indicated at 71 because the hub 36 is rotatable on both sides with respect to the housing portion that holds the shaft 26 and the pulley portion 51 and the lid portion 52. Is not rotated, the clutch mechanism 71 is installed in a sphere formed by the housing part, and at least two radial discs having inwardly projecting Tangs 73 formed on the inner circumferential surface thereof. 72, the protrusions 73 being located in slots 74 formed at angular intervals on the outer periphery of the hub 36 so that the disc 72 rotates with the hub 36. do.

The clutch mechanism 71 also has three or more round plates 76 interleaved with the disc 72, which round plates 76 are formed in the piston housing 79 to protrude axially. A conventional hub 81 having a plurality of radially outwardly extending projections 77 received in the slot 78, the piston housing 79 being rotatably installed in the central portion 29 of the shaft 25. And an axial slot formed therein by sealing the radial rear wall portion 82 extending radially outwardly from the hub 81 and the annular plate 76 and the disc 72 in close contact with the outer wall of the pulley portion 51. It has a conventional outer wall portion 83 having a 78 and a radially outwardly extending flange 84 engaged between the contact surface of the pulley portion 51 and the lid portion 52.

A ring 86 is positioned between the flange 34 and the cover portion 52 to connect the piston housing 79 to the housing portion having the pulley portion 51 and the cover portion 52, and the flange 84 It is clear that the piston housing 79 and the annulus 76 can also rotate when the housing is rotated by the belt 18 because of the bite in the housing.

The piston 91 movable in the axial direction is provided to operate the clutch mechanism 71, and the piston 91 is installed so as to be reversible on the outer surface of the hub 81 of the piston housing 79, and the sealing portion 92 is installed between the piston 91 and the hub 81, the piston 91 extends radially outward from the hub 81 to be in close contact with the inner peripheral surface of the outer wall portion 83 of the piston housing 79 The other sealing part 93 is provided between the piston 91 and the outer wall part 83.

A radially extending pressure surface 94 is formed on the front face of the piston 91 adjacent to the annulus 76. Thus, if the piston 91 is moved forward, the annulus 76 and the disc 72 are It is pressed together between the radially projecting surface 96 and the pressure surface 94 of the cover portion 52 and the clutch is operated by the pressure of the lubricating oil of the lubrication system of the engine.

An axially extending control passage 101 is formed in the shaft 26 and extends axially forward in a radially arranged position with the hub 81 of the piston housing 79, and the radial passage 104 controls A round groove 106 extending from the passage 101 to the outer circumference of the shaft 26 and formed on the inner circumference of the hub 81 communicates with the radial passage 104, and the plurality of radially extending passages 107 are connected to the hub. It is formed through the 81 and connects the pressure chamber 108 and the round groove 106 formed between the front face of the piston housing 79 and the rear face of the piston 91.

The pressure chamber 108 described above is closed at the inner and outer ends by two seals 92 and 93, the control passage 101 and the radial passage 104, the round groove 106 and the pressure chamber 108 When filled with this pressurized lubricant it becomes clear that the pressure of the lubricant causes the piston 91 and the rear wall portion 82 of the piston housing 79 to be separated, because of the flanges on which the piston housing 79 is engaged. When unable to move in the direction, the piston 91 will move forward and the circular plate 76 and disc 72 will be pressed together between the pressure surface 94 and the protruding surface 96.

Two sealing parts 111 and 111 are installed on both sides of the round groove 106 between the hub 81 and the shaft 26 of the piston housing 79 to prevent the loss of pressure in the pressure chamber 108. In addition to the control passage 101, a fluid passage is installed on the shaft 26 to send lubricant to the clutch mechanism 71 and the bearings for cooling and lubrication purposes, and the supply passage 112 extending in the axial direction is provided. It is formed through the entire length of the shaft 26, the return passage 113 extending in the direction of another axis is formed from the end 28 to the rear end.

The fastened ring 62 has a passage 116 for returning the fluid from the inside of the housing to the return passage 113, and a cylindrical oil pump 114 having a curved shape is provided with the passage 116. ) And pressurizes the lubricating oil from the inside of the housing to the return passage 113.

The above-mentioned driving device is connected to the lubrication system of the engine by two hoses or the pump outlet 121, the pump return inlet 122, and the pump outlet 121 is the pressure or outlet side of the engine driven lubricating oil pump (not shown). Preferably, the pump return inlet 122 is connected to the return passage through the lubricating oil tank.

The connection port or the fixing port 123 fixes the pump outlet 121 and the pump return inlet 122 to the bracket 22, the pump outlet 121 is connected to the supply passage 112, the pump return inlet 122 Is connected to the return passage (113).

In this way, the engine lubricating oil is continuously circulated so that the engine lubricating oil flows out from the supply passage 112 through the bearing to the return passage 113 through the bearing plate, and the control passage 101 is connected to the branch passage 126. The branch passage 126 is connected from the control passage 101 to the rear end of the supply passage 112 through the first valve 127 which is the engine temperature response valve, and the first valve 127 is connected to the bracket 22. It is installed at the bottom and the electric solenoid 128 is fixed to the first valve 127 to operate.

The wire 129 connects the electric solenoid 125 to a control circuit (not shown).

The regulating circuit does not form part of the present invention and may include, for example, a thermostat switch connected in series with the power supply and the electrical solenoid 128, the switch being connected to sense the engine temperature and closed at or above a predetermined temperature. The electric solenoid 128 is actuated to open the engine first valve 127, and when the first valve 127 is closed, the pressure transfer between the supply passage 112 and the control passage 101 is blocked and the lubricating oil is supplied to the supply passage ( 112 유통 Only through the lubrication and cooling and return passages in the drive system.

When the first valve 127 is opened, the lubricating oil is distributed through the lubrication and cooling passages described above, and the total pressure of the lubricating oil is transmitted into the branch passage 126 and the control passage 101. When the first valve 127 is closed when the belt 15 rotates the pulley portion 51 and the lid portion 52 by operating the engine 10, the pressure in the pressure chamber 108 is lowered and the piston 91 is closed. It floats in the piston housing 79 and does not compress the circular plate 76 and the disc 72 together.

When the engine temperature rises above a predetermined level, the control valve 127 opens and the lubricating oil pressure in the pressure chamber 108 propels the piston 91 forward or rightward as shown in FIG. And plate 76 is compressed between pressure face 94 and protruding face 96.

In this case the disc and the annulus are fixed together substantially so that there is a substantially direct drive connection between the pulley portion 51 and the hub 36, and the clutch of the shock drive is relatively relatively after the first valve 127 is closed. A second valve 131, which is a pressure release valve for rapidly reducing the pressure in the pressure chamber 108, is contained.

The second valve 131, which is the pressure release valve, is preferably formed on the radial rear wall 82 of the piston housing 79 in order to be formed in the piston 91 or the piston housing 79.

The second valve 131, which is a pressure release valve, has a passage 132 (FIG. 3 and FIG. 4) formed through the rear wall 89 of the piston housing 79 adjacent to the outer wall 83. The passage 132 is circular in cross section and its center line is parallel to the axis of rotation of the piston housing 79.

The ball 133 is located in front of the passage 132, the diameter of the ball 133 is larger than the diameter of the passage 132 and is placed in a free state, the front end of the passage 132 is inclined for the ball 133 There is a seat 134 and an axially extended counterbore 136, the diameter of the counterbore 136 being substantially larger than the diameter of the passage 132, and the inclined seat 134 being the passage 132. And counterbore 136.

As shown in FIGS. 3 and 4, the diameter of the counterbore 136 is larger than that of the ball 133 so that the ball 133 can move freely in the radial direction within the counterbore 136. When positioned at the front end of passage 132 (FIG. 3), the front face of the ball is spaced from piston 91.

However, the ball 133 in the position of FIG. 4 engaged with the piston 91 supporting the ball 133 in the counterbore 136 may rotate radially or forward over the inclined seat 134, In the position of FIG. 4 the ball 133 does not block the passage 132 but is located close to the front end of the passage 132. Assuming that the belt 18 rotates the housing portion including the pulley portion 51 and the lid portion 52 and the piston 91 and the piston housing 79, the first valve 127 is closed, If there is no lubricant in the pressure chamber 108 near the second valve 131, the centrifugal force acting on the ball 133 causes the ball 133 to move outward to the position of FIG. 4 that is constrained by the piston 91.

When the first valve 127 is opened, pressurized lubricating oil is rapidly introduced into the pressure chamber 105 and begins to flow out of the pressure chamber 108 through the passage 132 and passes through the passage 132 to the pressure chamber ( 105) The flow rate of the lubricating oil outgoing is rapidly increased until the pressure difference on both sides of the ball 133 is greater than the centrifugal force and sufficient to move the ball 133 from the left to the outside.

This pressure difference occurs when the ball 133 is in the position of FIG. 4 and the pressure drop between both ends of the restricted flow path formed between the ball 133 and the inclined seat 134.

As soon as the ball 133 takes place and blocks the passage 132, the pressure rises in the pressure chamber 108 to engage the clutch, and the lubricating oil maintains the ball 153 on the inclined seat 134.

Thereafter, when the first valve 127 is closed, the lubricant in the pressure chamber 108 momentarily gathers, and the lubricant rotates together with the piston lower housing 79 and the piston 91 to act by the lubricant on the piston 91. The resulting centrifugal force supports the piston against the clutch plate and retains the associated clutch.

However, there is little leakage of lubricating oil in the pressure chamber 108 through the sealing parts 92, 93 and 111, and the pressure of the lubricating oil in the pressure chamber 108 is slightly lowered. There are two forces acting on the ball 133 like the centrifugal force acting to move the ball outward in the radial direction at the position of FIG. 4 and the lubricating oil acting to fix the fixed position.

When the lubricant pressure drops, the force of the lubricant drops below the centrifugal force, and the ball moves to the position of FIG. The lubricating oil then flows through the passage 139 or into the pressure chamber containing the pump 114.

In addition, the pressure drop occurring in the pressure chamber 108 quickly releases the clutch and the lubricant flowing out of the pressure chamber 108 is replaced by air moving relatively easily through the pressure chamber.

When the first valve 122 is opened or closed in this manner, the clutch is gradually opened and gradually disconnected.

This clutch enters gradually because the pressure of the lubricant is increased in the pressure chamber 108 and the pressure gradually increases as the second valve 131 is closed.

Since the lubricant leaks from the pressure chamber and the second valve 131 is opened, when the pressure gradually decreases, the clutch mechanism is gradually disconnected.

Since the rotation of the blades requires considerable power, it is important not only that the clutches enter and thus break down relatively slowly, but also that power is gradually transmitted to the blade drive of the blades, and removal is more dependent on the operating conditions. It is preferable.

The second valve 151 prevents the pressure of the lubricant from increasing in the pressure chamber 108 when the control valve is closed.

Rotation at high speeds of the rear wall 82 and the piston 91, which is a component, tends to spring out the lubricant radially outward in the pressure chamber due to the centrifugal force, and the second valve 131 serves as the outlet of this lubricant. Serves to prevent the lubricant from applying force on the piston 91.

This provides a new and useful shock drive.

This shock drive has a return passage to the supply passage through which the lubricating oil continues to flow, and a clutch control passage through which the lubricating oil flows intermittently but only two fluid connections are required for this drive.

The second valve 131, which is a pressure releasing valve, causes a drop in the lubricating oil pressure and release of the clutch. The second valve 131 is very simple in structure and operation. So it is automatically operated without any control, the role of the second valve 131 is dependent on the amount of factors including the speed, size and weight of the ball.

Those skilled in the art have designed the valve to take into account the critical factors and achieve the required properties.

The following equations measure the force acting on the ball 133.

P _E = F ₁ -F ₂ / A cosβ / 2... … … … … … … … … … … … … … … … (One)

F ₁ = 28.38 W ₂ R ₃ (RPM) ₂ / (1000) x sinβ / 2... … … … … … … (2)

F ₂ = 0.4333 (RPM) ₂ / (1000) x (R _s -R _f ) A cosβ / 2... … … … … (3)

A = π (d / 2 cosβ / 2) ² . … … … … … … … … … … … … … … … … … (4)

W ₂ = 4/3 pi (d / 2) ³ . 4/3 × π (d / 2) ³ (D _f ). … … … … … … … … (5)

P _E is the lubricating oil pressure required to fix the ball 133, R _f is the radius from the rotation axis of the shaft 26 to the center of the supply opening 107.

R _s is the radius from the rotation axis of the shaft 26 to the centerline of the valve passage 132.

B is the angle of the inclined seat 134 (FIG. 3), and RPM is the rotational speed of the shaft 26.

A is the area of the ball 133 in the contact line with the inclined seat (FIG. 3).

d is the diameter of the ball 133.

W ₃ is the actual weight of the ball 133 when in lubricating oil.

D _B is the specific gravity of the ball material.

D _f is the specific gravity of the lubricant.

Claims (1)

A fan drive device for an internal combustion engine including a belt 18, a fan 35, and a liquid supply system, which is an engine drive device, wherein the liquid supply system includes a high pressure pump outlet 121 and a low pressure pump return inlet 122; The clutch drive device includes a clutch mechanism 71 between the engine drive and the engine, and the clutch mechanism includes the pressure chamber 108, and the clutch mechanism is engaged when the clutch mechanism is engaged. A supply passage 112 connected to the pump outlet and the return inlet to connect the engine drive to the fan and, when released, to disengage the engine drive from the fan and to circulate through the liquid continuously during operation of the engine; The shock drive device includes the return path 113, and the shock drive devices 92, 93, and 111 which form a boundary between the control path 101 and the pressure chamber in the pressure chamber. In one configuration, in one open position And a first valve 127 having one closed position is connected to the control passage 101, in which the liquid flows between the pressure chamber 108 and the pump outlet 121 in the open position, and in the closed position. The passage 101 is closed against the flow of the liquid, and a second valve 131 is installed between the pressure chamber 108 and the return passage 113 to respond to the high pressure of the liquid in the pressure chamber 108. At low pressure, open at low pressure, and the pressure of the lubricant generated in the pressure chamber 108 when the first valve 127 is opened, closes the second valve 131. The closed parts (92, 93, 111), 홴 driving apparatus characterized in that when the first valve 127 is closed to leak the lubricant from the pressure chamber 108 to open the second valve (131) .

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