RU208716U1 - Asynchronous clutch - Google Patents

Abstract

The utility model relates to electrical engineering. The technical result is to simplify the design. The asynchronous clutch (AMC) is a device for transmitting torque and can be applied to all types of vehicles that have an internal combustion engine (ICE) as a torque transmission from the output shaft of the internal combustion engine to the front propeller shaft of the vehicle. The asynchronous clutch consists of two rotors, where the inner rotor has a brush apparatus and an excitation winding, the rotation shaft of this rotor is connected on one side to the output shaft of the internal combustion engine of the car. The outer rotor with a squirrel-cage winding is installed and fixed on the outer ring of the rolling bearings of the rotation shaft of the inner rotor, using mounting shields, due to which the outer rotor can rotate around the longitudinal axis of the inner rotor due to the electromagnetic moment, and on the one hand, the outer rotor mounting shield is connected to the front propeller shaft of the vehicle. Also contains a constant voltage control unit and connecting wires. 1 ill.

Description

Field of technology to which the utility model belongs

The Asynchronous Clutch (AMC) is a torque transmission device and can be applied to all kinds of vehicles that have an internal combustion engine (ICE) as a torque transmission from the ICE output shaft to the front propeller shaft of the vehicle.

State of the art

When using an asynchronous clutch in a car, the car has a smooth ride, both when picking up speed and when starting off, which is comparable to an automatic transmission (automatic transmission), but in relation to an automatic transmission, there are advantages in that the loss of power in AMS is approximately comparable to losses in a manual gearbox (MT), that is, less than in existing automatic transmissions, and is also reliable and easy to operate and repair.

The closest analogues of the utility model of an asynchronous clutch are SU 257952 A1 (Korolev V.I., Syasin A.V.), 11/20/1969 and RU 2656240 (Khodyrev A.G.), 06/04/2018.

Disclosure of the essence of the utility model

The essence of the useful model of an asynchronous clutch (AMC) is that the transmission of torque from the output shaft of the internal combustion engine to the front propeller shaft of the vehicle is carried out due to the electromagnetic torque. That is, a constant voltage is supplied to the excitation winding of the inner rotor from the control unit, which is powered by a stationary vehicle generator. In this case, an alternating electromagnetic field is accordingly created during the rotation of the inner rotor from the output shaft of the internal combustion engine of the car, which consequently induces an EMF in the short-circuited winding of the outer rotor, thereby creating an electromagnetic moment that leads to the rotation of the outer rotor asynchronously with respect to the inner rotor, and thereby transmitting torque corresponding to the front driveshaft of the car. By changing the frequency of rotation of the output shaft of the internal combustion engine when the gas pedal of the car is pressed, electromagnetic moments of different magnitude are created in the AMC, which serve to transfer torque from the output shaft of the internal combustion engine to the front cardan shaft of the car, depending on its external load, as well as when regulated by the control unit the magnitude of the DC voltage applied to the excitation winding of the inner rotor. Thus, we get a smooth, jerk-free transmission of torque from the output shaft of the internal combustion engine to the front propeller shaft, both when starting the car from a stop, and already when it is moving, regardless of the magnitude of the external load on the front propeller shaft of the car, as well as in and already existing automatic transmissions. But besides this, the power loss in the electromagnetic clutch is approximately comparable to the power loss of the manual transmission during the transfer of torque from the output shaft of the internal combustion engine to the cardan shaft of the car and ranges from 1% to 4% of the power of the internal combustion engine, depending on the operating mode of the internal combustion engine. From this it follows that the AMS efficiency is 0.96-0.99.

Implementation of the utility model.

The asynchronous clutch (Fig. 1) consists of: an internal rotor (1) having a brush apparatus (2) and an excitation winding, where the excitation winding is made with implicit poles, the rotation shaft (3) of the internal rotor is connected on one side to the output shaft of the internal combustion engine of the car; outer rotor (4) with a short-circuited winding, the outer rotor is installed and fixed on the outer ring of the rolling bearings (5) of the rotation shaft of the inner rotor, using the fastening shields (6), due to this, the outer rotor can rotate around the longitudinal axis of the rotor due to the electromagnetic moment, where on one side, the outer rotor mounting shield is connected to the front propeller shaft of the car; constant voltage control unit (7) and connecting wires (8). The DC voltage control unit is powered by a stationary generator of the car and is designed to supply a DC voltage of various sizes, depending on the mode of operation of the internal combustion engine, to the rotor excitation winding through its brush apparatus using connecting wires. An example calculation was made for a BMW 5-series engine, 2020, 7th generation.

His data: U-2.0 l., R = 184 hp, automatic transmission, rear-wheel drive, Mmax = 290 Nm. At \u003d 156 hp and 270 Nm, then P=156 0.735=114.6 kW.

Eventually:

a) in steady state (4500 rpm):

power losses in the automatic transmission from the developed power of the internal combustion engine at a given speed - Rp = 0.91%;

b) in the starting mode (from 0 to 1500 rpm in 1 s):

power losses in the automatic transmission from the developed power of the internal combustion engine at a given speed range - Rp = 3.6%.

Brief description of the drawings

In FIG. 1 shows an asynchronous clutch.

Claims (1)

A device for transmitting torque from the shaft of the internal combustion engine to the front cardan shaft of the vehicle, consisting of two rotors, where the inner rotor has a brush apparatus and an excitation winding, the rotation shaft of this rotor is connected on one side to the output shaft of the internal combustion engine of the vehicle, and the outer rotor , having a short-circuited winding, is installed and fixed on the outer ring of the rolling bearings of the rotation shaft of the inner rotor, using mounting shields, due to which the outer rotor can rotate around the longitudinal axis of the inner rotor due to the electromagnetic moment, and on the one hand, the outer rotor mounting shield is connected to the front propeller shaft of the car; a constant voltage control unit that feeds the excitation winding of the inner rotor with the help of connecting wires, and the control unit itself is powered by a stationary vehicle generator.

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