WO2003104673A1 - Demarreur/generatrice automobile a capacite d'inertie - Google Patents

Demarreur/generatrice automobile a capacite d'inertie Download PDF

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Publication number
WO2003104673A1
WO2003104673A1 PCT/CA2003/000852 CA0300852W WO03104673A1 WO 2003104673 A1 WO2003104673 A1 WO 2003104673A1 CA 0300852 W CA0300852 W CA 0300852W WO 03104673 A1 WO03104673 A1 WO 03104673A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
wrap spring
assembly
pulley
hub
Prior art date
Application number
PCT/CA2003/000852
Other languages
English (en)
Inventor
Christian Jansen
James W. Dell
John Antchak
Original Assignee
Litens Automotive
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Litens Automotive filed Critical Litens Automotive
Priority to AU2003232546A priority Critical patent/AU2003232546A1/en
Publication of WO2003104673A1 publication Critical patent/WO2003104673A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/10—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings
    • F16D27/105—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with a helical band or equivalent member co-operating with a cylindrical coupling surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/20—Freewheels or freewheel clutches with expandable or contractable clamping ring or band
    • F16D41/206—Freewheels or freewheel clutches with expandable or contractable clamping ring or band having axially adjacent coils, e.g. helical wrap-springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel

Definitions

  • the invention relates to an automotive starter/generator or other apparatus having rotary driving and driven components. More particularly, the invention relates to a starter/generator that is configured to permit overrunning of the starter/generator armature relative to the automotive belt drive system of which it is a part when the belt drive system slows relative to the starter/generator armature.
  • a starter/generator that is configured to permit overrunning of the starter/generator armature relative to the automotive belt drive system of which it is a part when the belt drive system slows relative to the starter/generator armature.
  • Background of the Invention [0002] As illustrated in FIGURE 1, serpentine accessory drive systems for automotive vehicles are commonly used to transfer power, via associated pulleys, from an internal combustion engine crankshaft to accessory components typically including an alternator (generator), water pump (not shown), oil pump (for power steering), and/or an air conditioning compressor. These components are usually mounted in fixed positions and require an automatic belt tensioner to provide constant belt tension and to take up s
  • Dynamic tension fluctuation magnitude can also increase due to technological system differences that lower the engine rotating inertia (e.g., dual-mass fly wheel) or that increase the instantaneous engine acceleration (e.g., using diesel fuel, higher compression ratios, etc.). Operating conditions such as "lugging" (where the engine is running below its ideal minimum speed (idle) at high power levels that attempt to increase the speed back to idle) also can have a significant effect on dynamic belt tension fluctuation.
  • the preferred embodiment of the mechanism shown in that patent uses a generally helical torsion spring (a resilient member) that is connected in series with a one-way clutch mechanism (wrap spring clutch), both of which are operatively located between the alternator driving pulley and the alternator armature.
  • the arrangement transmits rotational torque from the alternator pulley through an alternator hub to drive the alternator armature in the same direction as the pulley, while at the same time permitting instantaneous, resilient, relative rotational movement in opposite directions between the pulley and the hub during driven rotation of the pulley; and decouples the alternator pulley from the hub so that the hub structure (and hence the alternator armature) can rotate faster than the alternator pulley when the engine output shaft decelerates to such an extent that the torque generated between the alternator pulley and the hub structure exceeds a predetermined negative level.
  • 6,083,130 discloses an arrangement in which a resilient spring and a separately formed and provided one-way clutch mechanism are connected in series, and the combined spring/one-way clutch mechanism assembly couples the alternator pulley with the alternator hub structure.
  • the resilient spring transmits rotational torque generated by the serpentine belt to the alternator pulley (and hence to the alternator hub structure and armature) to drive the alternator shaft in the same direction as the alternator pulley while permitting instantaneous, resilient, relative rotational movement in opposite directions between the pulley and the alternator hub during driven rotation of the pulley.
  • one-way clutch portion which preferably is configured to be "self-energizing,” is configured to engage the resilient spring to the alternator pulley when the pulley is being positively driven by the belt; on the other hand, the one-way clutch is constructed and arranged to allow the alternator hub structure (and hence the alternator armature) to rotate faster than the rotational speed of the alternator pulley when the engine output shaft decelerates to such an extent that the torque generated between the alternator pulley and the alternator hub structure exceeds a predetermined (negative) level.
  • the resilient member is a torsional spring made from spring steel; in other embodiments, the resilient member is made from “spokes” or “struts” or rubber “inserts” that are arranged between the alternator hub structure and a bearing plate, and the one-way clutch mechanism is arranged between the bearing plate and the alternator pulley.
  • the invention features an overrunning-enabled starter/generator assembly which can be used to start an automotive engine to which the starter/generator assembly is to be mounted as part of the accessory drive system.
  • the starter/generator assembly includes an alternator/generator body, which generates electric power when being driven and which can be used as a rotary driving member when electric power is supplied to it.
  • the assembly has an overrunning-enabling hub/pulley assembly, connected to the alternator shaft, by means of which rotary power is provided to the alternator (e.g., from the crankshaft) and by means of which rotary power is provided from the alternator to driven means (e.g., the crankshaft) during engine start-up.
  • the hub/pulley assembly includes a hub and a pulley which are interconnected in an overrunning-enabling manner such that during ordinary, driven operation, the pulley transfers rotary power to the hub, and hence to the alternator shaft, when rotary power is being applied to the pulley, and the hub is able to overrun the pulley when no rotary power is being applied to the pulley and the pulley slows relative to the hub or when insufficient rotary power is being applied to the pulley for the pulley to be able to drive the hub.
  • the hub/pulley assembly further includes a start mode or second clutch assembly arranged.
  • the invention features a coupling assembly including a hub, a pulley that is mounted to and rotates on the hub, and a first or overrunning clutch operatively engaging the hub and the pulley.
  • the overrunning clutch enables the pulley to drive the hub while allowing the hub to overrun and rotate relative to the pulley.
  • the coupling assembly includes a second clutch assembly operatively engaging the hub and the pulley, which second clutch assembly selectively interconnects the hub and pulley to enable the hub to drive the pulley without overrunning or slipping relative to the hub.
  • the pulley and the hub are interconnected
  • the arrangement can be such that the hub is able to overrun the pulley as soon as the pulley slows relative to the hub, or it can be such that the hub is able to overrun the pulley only after a predetermined, negative level of relative torque between the hub and the pulley is exceeded.
  • the start mode clutch assembly which may be electromagnetically actuated, includes a wrap spring clutch that interlocks the pulley to the hub when the start mode clutch assembly is actuated.
  • the wrap spring clutch is fixed to the hub and overlies a wrap spring-engaging clutch surface of the pulley.
  • the wrap spring clutch is configured, based on the direction of rotation of the pulley, such that the wrap spring clutch is self-energizing, whereby the volutes of the wrap spring clutch automatically constrict down into clutching engagement with the wrap spring- engaging clutch surface of the pulley when a portion of a volute of the wrap spring clutch is brought into contact with the wrap spring-engaging clutch surface.
  • the start mode clutch assembly further includes a wrap spring actuator ring which surrounds the wrap spring clutch and which initiates interlocking clutching operation of the wrap spring clutch.
  • the wrap spring actuator ring is configured to press a portion of a volute (e.g., a free end of the wrap spring clutch) into engagement with the wrap spring-engaging surface when the start mode clutch assembly.
  • a lever driver ring surrounds the wrap spring actuator ring and causes the wrap spring actuator ring to press the volute into engagement with said wrap spring- engaging surface when the start mode clutch assembly is actuated.
  • the wrap spring actuator ring has a flexural finger portion that flexes radially inwardly and that is disposed so as to press the volute into engagement with the wrap spring-engaging surface, and the lever driver ring slides axially relative to the wrap spring actuator ring.
  • the flexural finger portion and the lever driver ring have opposing ramped surfaces which cooperate to cause the flexxiral finger portion to press the volute into engagement with the wrap spring-engaging surface as the lever driver ring slides axially relative to the wrap spring actuator ring.
  • the alternator assembly is configured such that during a driven mode of operation in which the shaft is externally rotated, the alternator produces or outputs electrical power.
  • the shaft is caused to drivingly rotate producing a rotary output.
  • a coupling assembly mounts on the alternator shaft for selectively transferring rotary power to and from the shaft.
  • the coupling assembly has a hub that is mounted on the shaft.
  • a pulley is rotatably mounted on the hub.
  • a first clutch operatively engages the hub and the pulley, enabling the pulley to drive the hub while allowing the hub to overrun and rotate relative to the pulley.
  • a second clutch assembly operatively engages the hub and pulley, selectively interlocking the hub and pulley enabling the hub to drive the pulley.
  • FIGURE 1 is a schematic, lay-out depiction of a serpentine accessory drive system for automotive vehicles
  • FIGURE 2 is a perspective view illustrating one embodiment of an overrunning-enabled starter/generator assembly according to the invention, with ' FIGURE 2a being a view, partially in section, taken along lines 2a-2a in FIGURE 2
  • FIGURE 3 is a cross sectional view of the hub/pulley assembly of the overrunning-enabled starter/generator assembly according to the invention shown in FIGURE 1, with FIGURE 3a being an enlarged, detail view of the circled portion 3a in FIGURE 3;
  • FIGURES 4, 4a, 5, and 6 illustrate the components of an electromagnetically actuated start mode clutch assembly that is part of the overrunning-enabled starter/generator assembly according to the invention shown in FIGURE 1, with FIGURE 4 being a perspective view of the start mode clutch assembly, FIGURE 4a being an enlarged, detail view of the circled portion 4a in FIGURE 4, FIGURE 5 being a plan view of the start mode clutch assembly, and FIGURE 6 being a cross sectional view of the start mode clutch assembly taken along lines 6-6 in FIGURE 5; and [0028] FIGURE 7 is a cross sectional view of a hub/pulley assembly according to a second embodiment of the overrunning-enabled starter/generator assembly.
  • FIGURES 8 and 9 are cross sectional views a hub/pulley assembly according to a third embodiment of the overrunning-enabled starter/generator assembly.
  • FIGURE 1 an automotive internal combustion engine, which includes an engine block and a crankshaft. Fixed to the crankshaft is a crankshaft pulley 11 forming a part of a serpentine belt system.
  • the belt system includes an endless belt 13.
  • the belt 13 is a poly-V belt.
  • the belt 13 is trained about the drive pulley 11 and a plurality of further pulleys 15 and 17 each of which is fixed to respective shafts that are connected to operate various engine accessories.
  • pulley 15 drives a power steering device, pulley 17, an air conditioning system and other known accessories.
  • Belt 13 is also provided with an idler 19 and a tensioner 21.
  • Belt 13 is also trained about alternator assembly 10 of the present invention.
  • FIGURES 2-6 An overrunning-enabled starter/generator alternator assembly according to the invention is illustrated in FIGURES 2-6.
  • an alternator assembly according to the invention designated generally as reference numeral 10
  • the alternator body assembly 16 includes a stator with a multiplicity of conductors wound thereon and an alternator armature that rotates within the stator to generate electricity.
  • the alternator is of the generator type, which is also generally known in the art.
  • the alternator body assembly 16 further includes mounting brackets 18 by means of which the alternator assembly 10 is mounted to an automotive engine.
  • the armature shaft extends axially outwardly from the alternator body assembly 16, i.e., away from the alternator body assembly.
  • the term “axially inward” or “axially inner” refers to the direction toward or the side or end of a component that is closest to the alternator body assembly (the portion of the alternator housing the stator and the armature); the term “axially outward” or “axially outer,” on the other hand, refers to the direction away from or the side or end of a component that is furthest from the alternator body assembly.
  • the distal or free end of the armature shaft is externally threaded, and the axially inner end 26 of the hub 14 (i.e., that end that is located closer to the alternator body assembly 16) is correspondingly threaded so that the composite hub/pulley assembly 11 can be screwed onto the armature shaft.
  • the axially outer end 30 of the hub 14 has a socket 32, e.g., a generally hexagonal or spline socket, by means of which a hex- wrench-type of tool can be used to tighten the hub/pulley assembly 11 onto the armature shaft.
  • Steel spacer 28 (SAE 1117) fits over the alternator armature shaft with a locational or clearance fit and is disposed between the alternator front bearing (not shown) and the bearing 34 in order to maintain proper axial spacing of the hub/pulley assembly 11 relative to the alternator body assembly 16.
  • the pulley 12 is mounted in concentric, radially outwardly spaced relationship to the central, core portion 13 of the hub 14.
  • Axially inner bearing 34 is press fit over the outer peripheral surface 27 of the axially inner end 26 of the hub 14, with the inner race 36 of the axially inner bearing 34 being immovably secured to the outer peripheral surface 27 of the inner end 26 of the hub 14. Furthermore, the axially inner end 40 of the pulley 12 is press fit over the outer circumference of the axially inner bearing 34, with inner surface 42 of the pulley 12 frictionally and immovably engaging the outer surface of the outer race 38 of the axially inner bearing 34.
  • the pulley is supported in radially outwardly spaced relationship to circumferentially extending lip portion 50, which is located in the region where the core portion 13 of the hub 14 intersects or joins with radially enlarged flange portion 15 of the hub 14.
  • a plastic bushing 52 fits within circumferentially extending annular groove 54 that is formed in the radially inner surface 56 of the axially outer end 48 of the pulley 12.
  • the plastic bushing 52 circumferentially surrounds the lip portion 50, with the radially inner surface of the plastic bushing 52 contacting the radially outer surface 51 of the lip portion 50.
  • the plastic bushing 52 can be constructed and arranged such that it is relatively circumferentially fixed relative to the walls of the annular groove 54 and such that it is free to slide circumferentially relative to the radially outer surface 51 of the lip portion 50; conversely, the plastic bushing 52 can be constructed and arranged so as to slide circumferentially relative to the walls of the annular groove 54 while being relatively fixed relative to the radially outer surface 51 of the lip portion 50.
  • the pulley 12 can be constructed and arranged so as to be free to slide relative to both the walls of the annular groove 54 and the radially outer surface 51 of the lip portion 50 so long as, in total combination, the axially outer end 48 of the pulley 12 is free to rotate circumferentially relative to and concentrically with the lip portion 50 of the hub 14.
  • the pulley 12 is free to rotate circumferentially relative to and concentrically with the hub 14 by virtue of the arrangement of the axially inner bearing 34 and the plastic bushing 52 between the pulley 12 and the hub 14.
  • the pulley 12 is not, however, free to rotate relative to the hub 14 in completely free, unrestrained fashion.
  • an overrunning-enabled decoupler assembly (not shown to improve the clarity of the FIGURES), e.g., of the sort disclosed in the above-referenced U.S. Patent No. 6,083,130, is operatively disposed within the annular space 60 that is radially bounded by the radially outer surfaces of the core portion 13 of the hub 14 and the radially inner surfaces of the pulley 12 and that is axially bounded by the axially inner bearing 34 and the circumferentially extending "pocket" 49 defined radially inwardly of the lip portion 50.
  • the axially outermost volute of a torsion spring is positioned within the circumferentially extending pocket 49, and the torsion spring extends axially inwardly toward ti.ut not all the way to) the inner bearing 34.
  • the axial depth of the circumferential pocket 49 decreases circumferentially around the hub 14 with the axial "progression" of the torsion spring volute around the circumference of the torsion spring to accommodate the helical configuration of the torsion spring; that depth-decreasing configuration of the circumferential pocket 49 permits the torsion spring to sit firmly and in well supported fashion against the bottom surface 62 of the circumferential pocket 49.
  • the core portion 13 of the hub 14 has a radially stepped- down configuration such that the radially outer surface portion 66 of the core portion 13 of the hub 14 has a smaller diameter than the radially outer surface portion 64 of the core portion 13. This provides certain manufacturing advantages.
  • An overrunning-permitting wrap spring clutch which is "oppositely” wound compared to the torsion spring, is connected in secure fashion to the axially inner end of the torsion spring, as per U.S. Patent No. 6,083,130.
  • the inner surface 42 of the pulley 12 (which frictionally engages the free end of the wrap spring clutch) forces the free end of the wrap spring clutch in a circumferential direction which causes the volutes of the wrap spring clutch to tend to expand outwardly, thereby progressively energizing the entire wrap spring clutch by increasing the contact pressure of the wrap spring against the radially inner surface 42 of the pulley 12.
  • the wrap spring clutch is joined in series with the torsion spring and the torsion spring is fixed at its axially outer end to the core portion 13 of the hub 14, the accessory drive belt is able to drive the alternator armature via the pulley 12, which acts torsionally and elastically through the wrap spring clutch and torsion spring to drive the hub 14.
  • the alternator armature With its generally higher rotational moment of inertia, to rotate faster than the pulley 12, as explained above.
  • the level of friction between the free end of the wrap spring clutch and the radially inner surface 42 of the pulley 12 is predetermined such that when the level of relative torque between the pulley 12 and the hub 14 exceeds a predetermined (negative) value, the free end of the wrap spring clutch will slip relative to the radially inner surface 42 of the pulley 12, thereby allowing the hub 14 to rotate and "slip" relative to the pulley 12 and hence allowing the hub 14 (and thus the alternator armature) to overrun the pulley 12.
  • the start mode clutch assembly 80 includes a generally circular, electromagnet coil-supporting bracket plate 82.
  • the bracket plate 82 houses and supports electromagnet coil 84, which might be embedded within resin or other housing material, within trough or pocket 86 extending circumferentially around the perimeter of the bracket plate 82.
  • the start mode clutch assembly 80 includes a start mode wrap spring 88; a wrap spring actuator ring 90; and a ferromagnetic, electromagnetically actuated lever driver ring 92.
  • the start mode wrap spring 88 is formed from a number of closely spaced volutes of music wire or spring steel, preferably having a square cross-section.
  • the radially inner surfaces of the volutes may or may not have a coating or layer of friction-enhancing material.
  • the axially outer end 94 of the start mode wrap spring 88 is immovably press-fit into wrap spring-receiving trough or pocket 96, which extends circumferentially around the perimeter of the flange portion 15 of the hub 14.
  • the inner diameter of the start mode wrap spring 88 which is constant along virtually its entire length, is slightly larger than the outer diameter of the axially outer end 48 of the pulley 12 (i.e., it is slightly larger than the outer diameter of the clutch surface 98 of the pulley).
  • a gap 100 is formed between the inner surface of the start mode wrap spring 88 and the clutch surface 98, and that gap 100 is on the order of 0.25 millimeter.
  • the start mode wrap spring 88 is flexurally stiff or rigid (i.e., it does not flex or bend in a direction perpendicular to its longitudinal axis) so that the press- fit engagement of the axially outer end of the start mode wrap spring within the trough or pocket 96 is sufficient to keep the start mode wrap spring 88 properly spaced from and concentric with the axially outer end of the pulley 12.
  • a tail end portion 102 of the axially innermost end of the start mode wrap spring 88 is bent radially outwardly and is spaced slightly further from the wrap spring-engaging clutch surface 98 of the pulley 12 than the rest of the volutes of the start mode wrap spring 88.
  • the tail end portion 102 is used to initiate constriction of the start mode wrap spring 88 into clutching engagement with the wrap spring-engaging clutch surface 98, which locks the pulley 12 to the hub 14 so that they rotate together as a unit as described in greater detail below.
  • wrap spring actuator ring 90 fits around start mode wrap spring 88 in closely surrounding (slight interference fit), concentric relationship with it.
  • the wrap spring actuator ring 90 is made from relatively light, low-friction material such as nylon which prevents the wrap spring actuator ring 90 from binding on the outer surface of the start mode wrap spring 88. Additionally, the material from which the wrap spring actuator ring 90 is made prevents the lever driver ring 92 from "binding" on the exterior surface of the wrap spring actuator ring 90. Furthermore, the material from which the wrap spring actuator ring 90 is made permits flexural "finger" portion 104 to flex radially inwardly upon actuation of the start mode clutch assembly 80, as described in greater detail below.
  • the wrap spring actuator ring 90 has a slight amount of room to slide axially. At its axial outermost end 106, the wrap spring actuator ring 90 abuts surface 108 of the flange portion 15 of the hub 14. At its opposite, axially inner end 110, the wrap spring actuator ring 90 is restrained from shifting axially inwardly by the tail end portion 102 of the start mode wrap spring 88 and/or by axially outer groove stop 112 (which defines the axially outermost extent of the belt grooves 114 on the exterior surface of the pulley 12). [0049] As shown most clearly in FIGURES 3 and 6, the wrap spring actuator ring 90 is generally uniformly cylindrical.
  • the wall thickness of the wrap spring actuator ring 90 decreases slightly, as indicated by the radially outward "jog” 114 in the inner diameter of the wrap spring actuator ring. That slight reduction in wall thickness helps to facilitate flexing of the finger portion 104.
  • rim portion 116 of the wrap spring actuator ring 90 (which rim portion 116 is the portion of the wrap spring actuator ring 90 of reduced wall thickness) has two notches 118a and 118b formed in it.
  • the arcuate extent of the rim portion 116 located between the two notches 118a and 118b forms the finger portion 104.
  • the finger portion 104 protrudes or bulges radially outwardly to a slight degree.
  • That radially outwardly protruding or bulging portion has a slanted lever surface 120 (the function of which is explained below) and an obtusely oriented, slanted, lever driver ring-retaining surface 122 (the function of which will also be described below).
  • a radially outwardly deepening (with progression in the circumferential direction) notch or pocket 124 is formed in the radially inner surface of the finger portion 104, which notch or pocket 124 accommodates the tail end portion 102 of the start mode wrap spring 88.
  • the tail end portion 102 of the start mode wrap spring 88 is used to initiate constricting, clutching engagement of the start mode wrap spring 88 with the wrap spring-engaging clutch surface 98 of the pulley 12, and finger portion 104 is used to press that tail end portion 102 into constriction-initiating engagement with the wrap spring-engaging clutch surface 98 (as will be described in greater detail below). Therefore, it is important for the finger portion 104 of the wrap spring actuator ring 90 to remain circumferentially aligned with the tail end portion 102 of the start mode wrap spring 88.
  • start mode wrap spring 88 and the finger portion 104 with the tail end portion 102 of the start mode wrap spring 88 angling radially outwardly and fitting within the notch or pocket 124, keeps the start mode wrap spring 88 and the wrap spring actuator ring 90 properly circumferentially aligned.
  • Lever driver ring 92 which is made from ferromagnetic material such as steel, surrounds the wrap spring actuator ring 90.
  • the protruding or bulging portion of the finger portion 104 of the actuator ring 90 fits within the finger portion- receiving indentation 126 extending circumferentially around the radially inner surface 128 of the cylindrical body portion 130 of the lever driver ring 92, at the axially inner end thereof.
  • the finger portion-receiving indentation 126 extends circumferentially around the entirety of the radially inner surface 128 of the lever driver ring 92, there is no need to provide for any circumferential alignment between the lever driver ring 92 and the wrap spring actuator ring 90, as is the case between the wrap spring actuator ring 90 and the start mode wrap spring 88.
  • the lever driver ring 92 is sized such that the cylindrical body portion 130 of it fits over the radially outer surface of the wrap spring actuator ring 90 in generally closely conforming relationship.
  • the two components are illustrated with a slight gap between them for clarity, the fit between them is a close running fit such that there is little or no "play” and so that the lever driver ring 92 does not vibrate or "chatter” against the wrap spring actuator ring 90 while the alternator pulley assembly 11 is spinning.
  • the lever driver ring 92 has a circumferential flange portion 132 that extends radially outwardly from the cylindrical body portion 130 and that is located at the axially outer end of the lever driver ring 92. As shown most clearly in FIGURE 5, the circumferential flange portion 132 has a radially inner series of circumferentially oriented arcuate slots 134a and a radially outer series of circumferentially oriented arcuate slots 134b.
  • the slot configuration is a double flux design that increases the level of magnetic force generated when current flows through the electromagnet coil 84.
  • the electromagnetic coil 84 is carried within coil- receiving trough or pocket 86 which extends circumferentially around the perimeter of the coil-supporting bracket plate 82.
  • the coil-supporting bracket plate 82 is generally circular and has a circular, axially outwardly extending lip 140.
  • Bearing 142 is press-fit onto the axially outer end 30 of the hub 14, with the inner race 144 of the bearing 142 being press-fit over reduced-diameter surface portion 146 of the axially outer end 30 of the hub and abutting annular shoulder surface 148 (which limits the extent to which the bracket plate-supporting bearing 142 can be pressed onto the axially outer end 30 of the hub).
  • the coil-supporting bracket plate 82 is press-fit onto the bearing 142, with the radially inner surface 150 of the lip 140 making an interference fit with the outer surface 152 of the outer race of the bearing 142. With this configuration, the hub 14 is positioned concentrically with and is able to rotate relative to the coil-supporting bracket plate 82.
  • a tab 156 extends from the edge of the coil-supporting bracket plate 82.
  • the tab 156 has a generally U-shaped notch 158, and a pin (not shown) passes through the notch 158 and is secured to a stationary portion of the alternator body assembly 16. In this manner, the coil-supporting bracket plate 82 is prevented from spinning or rotating while the hub/pulley assembly
  • a power lead socket 157 is also attached to the edge of the coil-supporting bracket plate 82.
  • the power lead socket 157 has a pair of male electrical contact pins 159 located in it which mate with a corresponding pair of female electrical contact sockets (not shown) in a power supply plug (not shown). Such configuration permits rapid assembly and power connection to be made.
  • the overrunning-enabling starter/generator pulley assembly of the invention operates as follows.
  • the electromagnetic start mode clutch assembly 80 is non-activated, and the various components are spaced relative to each other generally as illustrated.
  • the decoupler assembly transmits rotary power (provided by the engine crankshaft) from the pulley
  • the decoupler assembly allows the hub 14 to "slip" relative to the pulley 120 during periods in which the hub 14 overruns the pulley 12 (e.g., during non-combustion time periods), preferably after a predetermined (negative) level of torque between the hub 14 and the pulley 12 has been exceeded.
  • the torsion spring component of the decoupler assembly permits instantaneous, resilient, relative rotational movement in opposite directions between the hub 14 and the pulley 12 during driven rotation of the pulley 12.
  • the electromagnetic start mode clutch assembly 80 is actuated.
  • DC current is supplied to the electromagnet coil 84 to generate a magnetic field, which attracts the lever driver ring 92 with a force on the order of one pound or less. That attraction forces the lever driver ring 92 to shift axially toward the electromagnet coil 84 by sliding over the radially outer surface of the wrap spring actuator ring 90 (with the amount by which the lever driver ring 92 shifts being a function of manufacturing tolerances).
  • the wrap spring actuator ring 90 is prevented from shifting axially with the lever driver ring 92. Therefore, as the lever driver ring 92 shifts axially toward the electromagnet coil 84, slanted lever driver surface 127 of the finger portion-receiving indentation 126 bears against the slanted lever surface 120 of the finger portion 104. Because the engaging surfaces are slanted or ramped relative to each other, the finger portion 104 is forced to flex radially inwardly as the lever driver ring 92 shifts axially toward the electromagnet coil 84. As the finger portion 104 is pressed radially inwardly, it presses the tail end portion 102 of the start mode wrap spring 88 into contact with the wrap spring-engaging clutch surface 98 of the pulley 12.
  • the start mode wrap spring 88 is securely fixed to the hub 14 y virtue of the press-fit engagement in wrap spring-receiving trough or pocket 96), the pulley 12 and the hub 14 will be locked together and will rotate as a single unit. In other words, the hub 14 will be prevented from slipping relative to the pulley 12 so that the alternator assembly will be able to drive the engine crankshaft (via the accessory belt) to start the engine.
  • the tail end portion 102 of the start mode wrap spring 88 extends over a relatively small arcuate length (approximately 45°, as noted above), the amount of force required to press the tail end portion 102 into contact with the clutch surface 98 of the pulley 12 is relatively small.
  • an overrunning-enabled alternator can be used as a starter/generator, which has not been possible previously.
  • the pulley/hub apparatus is a one-way clutch (e.g., a roller clutch) instead of a torsion spring connected in series with a wrap spring.
  • the decoupling assembly 200 is a one-way roller bearing assembly, as is known in the art, and other components being modified in light of that difference as compared to the embodiment described above.
  • a one-way roller clutch can be connected in series with a torsion spring in similar fashion to the decoupling assembly described above.
  • Other one-way clutches include, by way of non-limiting example, a sprag-type clutch or. a dither- type one.
  • one or more of the various overrunning- enabling configurations disclosed in U.S. Patent No. 6,083,130 can be provided with an appropriately configured start mode clutch assembly as described above to enable such an overrunning-enabled alternator/generator to be used to start the engine.
  • the hub can be integrally formed with the alternator shaft instead of being formed as a separate component, as illustrated.
  • the alternator hub/pulley assembly does not need to be directly connected to the alternator shaft, as shown, but can be interconnected with it in a non-direct arrangement if desired.
  • a third embodiment of the overrunning- enabled starter/generator which includes a decoupler in the form of a torsional spring 302 extending between one end 302a fixedly secured to a first hub 304 and a second end 302b fixedly secured to a second hub 306.
  • the torsional spring 302 transmits torque between the first 304 and second 306 hubs.
  • a one-way clutch spring 308 extends between a first carrier end 308a fixedly secured to a first carrier 309 and a second carrier end 308b fixedly secured to a second carrier 310.
  • Each of the first 309 and second 310 carriers are rotatably supported between respective first 304 and second 306 hubs and the pulley 12.
  • a shuttle selector in the form of a shaft 320 is axially slidably supported within the overrunning-enabled starter/generator for movement between a first position ( Figure 8), wherein the overrunning-enabled starter/generator functions as a starter, and a second position ( Figure 9), wherein the overrunning-enabled starter/generator functions as a generator.
  • the shaft 320 In the first position, the shaft 320 is disposed between the first hub 304 and carrier 309.
  • the shaft 320 rotatably interlocks the first hub 304 and carrier 309, such the first carrier 309 rotates with the first hub 304.
  • Torque from the pulley 12 is directed to the second hub 306 and carrier 310 via the wrap spring 308. Torque is transferred between the first 304 and second 306 hubs by the torsional spring 302 and, ultimately, to the alternator shaft. Deceleration of the pulley 12 relative to the second carrier 310 causes the wrap spring 308 to contract radially inwardly with respect to the clutch surface 42, which allows the first hub 304 and alternator shaft to overrun the pulley 12.
  • a solenoid (not shown) or other suitable linear actuators are operatively coupled between the shaft 320 and the overrunning-enabled starter/generator for selectively moving the shaft 320 between the first and second positions.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Pulleys (AREA)

Abstract

La présente invention concerne un ensemble alternateur/génératrice à capacité d'inertie qui comprend un ensemble d'embrayage à mode démarrage (80), verrouillant de manière sélective la poulie (112) au moyeu (14) de façon qu'ils tournent de manière unitaire, ce qui permet d'utiliser l'alternateur/génératrice à capacité d'inertie comme démarreur pour démarrer le moteur de l'automobile sur laquelle est monté l'alternateur/génératrice en tant que partie d'un système d'entraînement des accessoires. Inversement, un alternateur/génératrice de type démarreur présente des capacités d'inertie, le moyeu du démarreur/génératrice étant capable de mettre en inertie la poulie du démarreur/génératrice.
PCT/CA2003/000852 2002-06-10 2003-06-10 Demarreur/generatrice automobile a capacite d'inertie WO2003104673A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003232546A AU2003232546A1 (en) 2002-06-10 2003-06-10 Overrunning enabled automotive starter/generator

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US38675502P 2002-06-10 2002-06-10
US60/386,755 2002-06-10

Publications (1)

Publication Number Publication Date
WO2003104673A1 true WO2003104673A1 (fr) 2003-12-18

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Cited By (28)

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Publication number Priority date Publication date Assignee Title
WO2007003052A1 (fr) * 2005-07-05 2007-01-11 Litens Automotive Partnership Decoupleur a roue libre avec mecanisme de blocage
WO2007057932A1 (fr) * 2005-11-18 2007-05-24 Dayco Europe S.R.L. Unite de poulie
WO2007108020A1 (fr) * 2006-03-21 2007-09-27 Dayco Europe S.R.L. Assemble poulie pour la transmission par courroie de marche-arret
WO2009047816A1 (fr) * 2007-10-12 2009-04-16 Dayco Europe S.R.L. Ensemble poulie servant de préférence à entraîner un élément accessoire au moyen d'une transmission par courroie dans un moteur à combustion interne
US7712592B2 (en) 2003-12-09 2010-05-11 Litens Automotive Partnership Spring travel limiter for overrunning alternator decoupler
DE102009034339A1 (de) * 2009-07-23 2011-01-27 Bayerische Motoren Werke Aktiengesellschaft Nebenaggregateantrieb
US7975821B2 (en) 2005-02-03 2011-07-12 Litens Automotive Partnership Torque limited decoupler
US8021253B2 (en) 2006-04-26 2011-09-20 Litens Automotive Inc. One-way isolator for high torque devices
ITTO20110299A1 (it) * 2011-04-01 2012-10-02 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia o catena
ITTO20110300A1 (it) * 2011-04-01 2012-10-02 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia o catena
WO2012135942A1 (fr) * 2011-04-04 2012-10-11 Litens Automotive Partnership Mécanisme d'embrayage et dispositif de découplage comprenant celui-ci
US8387767B2 (en) 2008-11-17 2013-03-05 Litens Automotive Partnership Driven accessory with low-power clutch for activating or de-activating same
US8454463B2 (en) 2008-05-27 2013-06-04 Litens Automotive Partnership Engine powered device having accessory drive and reversing motor for selectively starting engine and powering accessory drive
US8789670B2 (en) 2009-03-03 2014-07-29 Litens Automotive Partnership Decoupler featuring helical wrap clutch spring and coil damper springs
ITTO20130321A1 (it) * 2013-04-22 2014-10-23 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia
US9068603B2 (en) 2010-08-24 2015-06-30 Litens Automotive Partnership Clutched driven device and associated clutch mechanism
WO2015110365A1 (fr) * 2014-01-27 2015-07-30 Sagem Defense Securite Dispositif de blocage en rotation a structure simplifiee et actionneur comprenant un tel dispositif
US9267552B2 (en) 2011-10-06 2016-02-23 Litens Automotive Partnership Clutched driven device and associated clutch mechanism
US9447850B2 (en) 2012-04-28 2016-09-20 Litens Automotive Partnership Adjustable tensioner
US9464697B2 (en) 2011-09-05 2016-10-11 Litens Automotive Partnership Intelligent belt drive system and method
US9726234B2 (en) 2012-04-10 2017-08-08 Litens Automotive Partnership Clutch assembly
US9989129B2 (en) 2011-05-13 2018-06-05 Litens Automotive Partnership Intelligent belt drive system and method
US9989103B2 (en) 2010-06-25 2018-06-05 Litens Automotive Partnership Isolation pulley with overrunning and vibration damping capabilities
USRE47143E1 (en) 2011-08-08 2018-11-27 Litens Automotive Partnership Decoupler assembly
DE102016201592B4 (de) 2016-02-03 2019-01-31 Schaeffler Technologies AG & Co. KG Kraftschlüssig wirkende Kupplungsvorrichtung eines Nebenaggregatetriebs
US10378620B2 (en) 2014-01-10 2019-08-13 Litens Automotive Partnership Decoupler with overrunning and belt-start capability
US10655689B2 (en) 2013-11-14 2020-05-19 Litens Automotive Partnership Decoupler with overrunning and belt-start capability with simplified construction
DE112012004376B4 (de) * 2011-10-19 2021-03-18 Schaeffler Technologies AG & Co. KG Fahrzeug-Anlassereinheit

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GB883608A (en) * 1960-03-03 1961-12-06 Normalair Ltd Improvements relating to clutches
US5156573A (en) 1991-06-05 1992-10-20 Litens Automotive Partnership Serpentine drive with coil spring-one-way clutch alternator connection
US5665018A (en) * 1994-08-12 1997-09-09 Bando Chemical Industries, Ltd. Belt transmission
US6083130A (en) 1997-05-07 2000-07-04 Litens Automotive Partnership Serpentine drive system with improved over-running alternator decoupler

Cited By (42)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7712592B2 (en) 2003-12-09 2010-05-11 Litens Automotive Partnership Spring travel limiter for overrunning alternator decoupler
USRE45156E1 (en) 2003-12-09 2014-09-23 Litens Automotive Partnership Decoupler with spring travel limiter
US8047920B2 (en) 2003-12-09 2011-11-01 Litens Automotive Partnership Decoupler with spring travel limiter
US7975821B2 (en) 2005-02-03 2011-07-12 Litens Automotive Partnership Torque limited decoupler
US8132657B2 (en) 2005-02-03 2012-03-13 Litens Automotive Partnership Torque limited decoupler
US8006819B2 (en) 2005-07-05 2011-08-30 Litens Automotive Partnership Overrunning decoupler with locking mechanism
WO2007003052A1 (fr) * 2005-07-05 2007-01-11 Litens Automotive Partnership Decoupleur a roue libre avec mecanisme de blocage
WO2007057932A1 (fr) * 2005-11-18 2007-05-24 Dayco Europe S.R.L. Unite de poulie
WO2007108020A1 (fr) * 2006-03-21 2007-09-27 Dayco Europe S.R.L. Assemble poulie pour la transmission par courroie de marche-arret
US8182382B2 (en) 2006-03-21 2012-05-22 Dayco Europe S.R.L. Pulley assembly for a start-stop belt drive
US8021253B2 (en) 2006-04-26 2011-09-20 Litens Automotive Inc. One-way isolator for high torque devices
WO2009047816A1 (fr) * 2007-10-12 2009-04-16 Dayco Europe S.R.L. Ensemble poulie servant de préférence à entraîner un élément accessoire au moyen d'une transmission par courroie dans un moteur à combustion interne
US8454463B2 (en) 2008-05-27 2013-06-04 Litens Automotive Partnership Engine powered device having accessory drive and reversing motor for selectively starting engine and powering accessory drive
US8851258B2 (en) 2008-11-17 2014-10-07 Litens Automotive Partnership Driven accessory with low-power clutch for activating or de-activating same
US8387767B2 (en) 2008-11-17 2013-03-05 Litens Automotive Partnership Driven accessory with low-power clutch for activating or de-activating same
US8789670B2 (en) 2009-03-03 2014-07-29 Litens Automotive Partnership Decoupler featuring helical wrap clutch spring and coil damper springs
DE102009034339A1 (de) * 2009-07-23 2011-01-27 Bayerische Motoren Werke Aktiengesellschaft Nebenaggregateantrieb
US9989103B2 (en) 2010-06-25 2018-06-05 Litens Automotive Partnership Isolation pulley with overrunning and vibration damping capabilities
US10663008B2 (en) 2010-06-25 2020-05-26 Litens Automotive Partnership Isolation pulley with overrunning and vibration damping capabilities
US9068603B2 (en) 2010-08-24 2015-06-30 Litens Automotive Partnership Clutched driven device and associated clutch mechanism
USRE47454E1 (en) 2010-08-24 2019-06-25 Litens Automotive Partnership Clutched driven device and associated clutch mechanism
WO2012131662A1 (fr) * 2011-04-01 2012-10-04 Dayco Europe S.R.L. Poulie en mesure de se désaccoupler et destinée à une transmission par courroie ou par chaîne
WO2012131663A1 (fr) * 2011-04-01 2012-10-04 Dayco Europe S.R.L. Poulie découplable pour une transmission par courroie ou par chaîne
CN103765049A (zh) * 2011-04-01 2014-04-30 戴科欧洲有限公司 用于皮带或者链条传动器的可分离带轮
ITTO20110300A1 (it) * 2011-04-01 2012-10-02 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia o catena
ITTO20110299A1 (it) * 2011-04-01 2012-10-02 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia o catena
US9284994B2 (en) 2011-04-04 2016-03-15 Litens Automotive Partnership Clutch mechanism and decoupler device with same
WO2012135942A1 (fr) * 2011-04-04 2012-10-11 Litens Automotive Partnership Mécanisme d'embrayage et dispositif de découplage comprenant celui-ci
US9989129B2 (en) 2011-05-13 2018-06-05 Litens Automotive Partnership Intelligent belt drive system and method
USRE47143E1 (en) 2011-08-08 2018-11-27 Litens Automotive Partnership Decoupler assembly
US9464697B2 (en) 2011-09-05 2016-10-11 Litens Automotive Partnership Intelligent belt drive system and method
US9267552B2 (en) 2011-10-06 2016-02-23 Litens Automotive Partnership Clutched driven device and associated clutch mechanism
DE112012004376B4 (de) * 2011-10-19 2021-03-18 Schaeffler Technologies AG & Co. KG Fahrzeug-Anlassereinheit
US9726234B2 (en) 2012-04-10 2017-08-08 Litens Automotive Partnership Clutch assembly
US9447850B2 (en) 2012-04-28 2016-09-20 Litens Automotive Partnership Adjustable tensioner
ITTO20130321A1 (it) * 2013-04-22 2014-10-23 Dayco Europe Srl Puleggia disaccoppiabile per una trasmissione a cinghia
US10655689B2 (en) 2013-11-14 2020-05-19 Litens Automotive Partnership Decoupler with overrunning and belt-start capability with simplified construction
US10378620B2 (en) 2014-01-10 2019-08-13 Litens Automotive Partnership Decoupler with overrunning and belt-start capability
FR3016860A1 (fr) * 2014-01-27 2015-07-31 Sagem Defense Securite Dispositif de blocage en rotation a structure simplifiee et actionneur comprenant un tel dispositif
WO2015110365A1 (fr) * 2014-01-27 2015-07-30 Sagem Defense Securite Dispositif de blocage en rotation a structure simplifiee et actionneur comprenant un tel dispositif
US10059433B2 (en) 2014-01-27 2018-08-28 Safran Electronics & Defense Rotation-blocking device with simplified structure, and actuator comprising such a device
DE102016201592B4 (de) 2016-02-03 2019-01-31 Schaeffler Technologies AG & Co. KG Kraftschlüssig wirkende Kupplungsvorrichtung eines Nebenaggregatetriebs

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