WO2005028901A1 - Entrainement a groupe auxiliaire destine a un moteur de vehicule comportant une poulie a courroie decouplable et groupe auxiliaire - Google Patents

Entrainement a groupe auxiliaire destine a un moteur de vehicule comportant une poulie a courroie decouplable et groupe auxiliaire Download PDF

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Publication number
WO2005028901A1
WO2005028901A1 PCT/DE2004/002090 DE2004002090W WO2005028901A1 WO 2005028901 A1 WO2005028901 A1 WO 2005028901A1 DE 2004002090 W DE2004002090 W DE 2004002090W WO 2005028901 A1 WO2005028901 A1 WO 2005028901A1
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WO
WIPO (PCT)
Prior art keywords
friction
auxiliary unit
shaft
pulley
unit drive
Prior art date
Application number
PCT/DE2004/002090
Other languages
German (de)
English (en)
Inventor
Michael Schütte
Original Assignee
Plastech Engineering Gmbh
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 Plastech Engineering Gmbh filed Critical Plastech Engineering Gmbh
Priority to EP04786809A priority Critical patent/EP1668268A1/fr
Priority to JP2006526515A priority patent/JP2007506044A/ja
Priority to DE112004001764T priority patent/DE112004001764D2/de
Publication of WO2005028901A1 publication Critical patent/WO2005028901A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F04D13/022—Units comprising pumps and their driving means containing a coupling a coupling allowing slip, e.g. torque converter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F04D13/024—Units comprising pumps and their driving means containing a coupling a magnetic coupling
    • F04D13/027—Details of the magnetic circuit
    • 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
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/24—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches
    • F16D13/26—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches in which the or each axially-movable member is pressed exclusively against an axially-located member
    • 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
    • F16D13/00—Friction clutches
    • F16D13/76—Friction clutches specially adapted to incorporate with other transmission parts, i.e. at least one of the clutch parts also having another function, e.g. being the disc of a pulley
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps

Definitions

  • the invention relates to an auxiliary unit drive for a vehicle engine with a belt pulley that can be coupled and uncoupled, and an auxiliary unit. More specifically, the invention relates to the drive with respect to the one in which the pulley in the coupled state produces a torque determination of a belt guide to a shaft via a friction clutch and which is rotatably mounted coaxially around the shaft in the decoupled state, the friction clutch generally being produced thereby that an active friction driver of the pulley is axially displaceable and is pressed onto a corresponding passive friction driver of the shaft for coupling.
  • the invention relates to one with a unit housing, a shaft, a unit active device arranged on the shaft and a rotatably mounted pulley, which is designed so that it can be connected and disconnected to or from the shaft by means of a coupling.
  • An auxiliary unit drive is known from EP 0 136 384 A2, which taps the rotation of an engine crankshaft by means of a belt.
  • a belt pulley which drives several auxiliary units via one belt.
  • a water pump, a cooling compressor, an air pump, the alternator and the power steering of a vehicle are driven as auxiliary units. So that these auxiliary units do not have to be moved when the engine is started, the pulley on the crankshaft has an electrically switchable coupling; the components required for this are arranged inside the pulley and partly on the shaft. As soon as the engine has started, the auxiliary units are switched on.
  • the construction of such a pulley is quite complicated and the clutch mechanism is correspondingly expensive.
  • EP 0 416 492 B1 shows a continuously variable transmission with continuously variable pulleys.
  • a spline toothing is provided on an axially projecting sleeve section, which can be coupled and uncoupled to an inner spline toothing of a sleeve by axial displacement of the sleeve.
  • Such a coupling process can, however, only take place at a standstill.
  • DE 42 43 777 AI proposes an auxiliary unit drive in which a friction clutch connection between a belt pulley and a torque plate fastened to an assembly shaft takes place through a displaceable counterpart of the clutch housing.
  • the displaceable counterpart is arranged with an axial toothing depending on the rotation of the pulley, but is axially displaceable independently of this.
  • An annular slot is formed between the sliding counter pulley and the belt pulley, within which the torque pulley of the shaft is positioned.
  • the displaceable counterpart is pressed in the direction of the pulley, as a result of which the torque disk of the shaft is clamped in the narrowing slot between these two elements and causes the moment to close.
  • the shaft is carried along in a step-down gear with the rotation of the pulley.
  • the object of the present invention is to improve an auxiliary unit drive or a driven auxiliary unit in such a way that they can be made smaller, lighter, less expensive and mechanically simpler.
  • this object is achieved by a generic auxiliary unit drive in which an axial displacement of the active friction driver causes a dependent axial displacement of the belt guide.
  • Such a solution allows the pulley to be switched during operation with particularly simple means, so that, for example, the starting process of an internal combustion engine is not burdened with additional torque resistances.
  • the distances required for switching the friction clutch are relatively short, so that fast switching operations can be achieved.
  • the dependent axial displacement of the belt guide can also be carried out correspondingly briefly. A critical shifting of the belt or a critical twisting or twisting of the belt is therefore not to be feared.
  • the clutch condition inside the auxiliary unit drive can also be read from the outside by the position of the belt guide.
  • the friction clutch does not have to guarantee the transmission of torque exclusively via friction. Rather, most designs of friction clutches will also result in at least microscopic canting and / or wedging at the end between an active and a passive friction mimic. It is characteristic of a friction clutch in the sense of the present application that when the active friction driver is brought up to the passive friction driver, the moment lock does not increase extremely suddenly, but can be increased continuously or in several steps. This is an essential prerequisite for ensuring that all components are protected as best as possible when the auxiliary unit is coupled to the drive torque and can therefore work permanently. Irrespective of this, the switching operations can also take place very quickly if this is possible on the one hand and is also desired on the other hand. In this respect, a friction clutch can also be suddenly engaged and closed if necessary.
  • the belt filler is the component that actually receives the belt and, in particular, axially guides it.
  • the belts considered here are usually poly-V belts or simple V-belts, so that a corresponding belt filler range will include a complementary poly-V profile or a simple V-profile.
  • the "pressing" of the active friction driver onto the passive friction driver is precisely the mechanical action which at least essentially effects the frictional engagement between the drivers and thus the coupling of the auxiliary unit drive.
  • the transmissible torque at the moment engagement between the two friction drivers becomes in most Cases depend directly on this, at least within reasonable operating parameters such as the pressing force.
  • the active frictional medium is displaced axially along the shaft in order to achieve the frictional locking and thus the coupling.
  • the belt guide is also axially displaced with respect to the shaft when the active friction driver is moved.
  • the active friction driver is preferably set such that it opposes a restoring force or a restraining force against an end with the passive friction driver or a shift to the passive friction driver Irin.
  • the restoring force can be provided, for example, by a suspension which exerts an axial force on the active friction driver as soon as it is shifted from a zero position to the passive friction driver, with no frictional engagement between the friction drivers being present in the zero position.
  • the restraining force can be achieved, for example, by a specific bearing arrangement of the active friction driver in such a way that it must first overcome a holding force for any axial displacement.
  • the present invention proposes, according to a further aspect, to cheapen and simplify an auxiliary unit drive for a vehicle engine with a belt pulley that can be coupled in and uncoupled, which, in the coupled state, produces a torque connection of a belt guide to a shaft and that in the decoupled state is mounted coaxially rotatable about the shaft, before the belt guide in the decoupled state is rotatably mounted about the shaft irrespective of a rotation.
  • the active friction driver be arranged on one side of the passive friction driver and that a frictional engagement takes place exclusively between the active friction driver and the passive friction driver.
  • the passive friction driver can be, for example, a torque disk on one end face of the shaft. Due to the one-sided arrangement of the entire friction clutch mechanism, it can be accommodated completely in the surrounding space around the shaft. Thus, the shaft can be made as short as possible, and yet it is not necessary to provide additional components of the auxiliary unit drive beyond the required length of the shaft.
  • the belt guide is axially fixedly connected to the active friction driver.
  • the belt guide is made in one piece with the active friction driver, for example by means of a one-piece design of the belt guide and the active friction agent on the belt pulley.
  • the belt belt and the active friction driver form very important elements of the belt pulley.
  • An axially fixed connection makes it possible to dispense with any translation means.
  • the one-piece variant is particularly inexpensive and mechanically simple. As a result, the overall assembly of the auxiliary unit drive is not only extremely cost-effective, but is also very wear-resistant.
  • the belt guide can be arranged radially immediately outside the active friction driver.
  • the active friction driver can be accommodated in the radial free space within the belt guide and thus during operation within the rotating belt. This optimally utilizes the space within the belt that is olmeliin's dead space for other units in the vehicle drive.
  • Such an arrangement can be realized not only on an auxiliary unit drive according to the previously presented aspects of the invention, but also on an auxiliary unit drive in which the active friction element can be axially displaced with respect to the shaft and the belt guide or a belt guide element which, however, the belt guide body, preferably the entire belt guide, together with the active friction driver are arranged axially on one side of the passive friction driver.
  • the alctive friction driver is mounted radially on the inside.
  • the alctive friction clutch is a component that transfers considerable forces and moments from the drive to the output. Its position is therefore to be carried out with great care and stably. This requires a particularly firm bearing. If the alctive friction driver is mounted radially on the outside, a rather solid housing must therefore be placed around it, which unnecessarily increases the auxiliary unit drive.
  • the bearing of the alcüven friction driver towards its radial inside leads to a direct or indirect force dissipation to the shaft, which is not critical.
  • the required outer circumference of the auxiliary unit drive is considerably smaller.
  • an auxiliary unit drive for a vehicle engine with a belt pulley which can be coupled and uncoupled, which in the coupled state produces a torque connection of a belt guide to a shaft mounted on a housing via a friction clutch and which can be rotated coaxially around the shaft in the decoupled state is supported, in which the friction clutch is arranged radially and / or axially outside the housing.
  • the shaft can preferably be mounted radially inside a bearing bush of the housing and the belt pulley radially outside the bearing bush. This considerably simplifies the arrangement, since the bearing bush can be used twice and unnecessary space loss can be avoided.
  • individual sections of the pulley such as the friction clutch, the belt guide, an active friction driver or a pulley edge body can be mounted radially outside, in order to achieve the advantages described above, if not possibly to the extent that all the sections are radial and / or are stored axially outside.
  • a rear-supported gear ring is preferably proposed for pressing the alcüven friction driver onto the passive friction driver.
  • the auxiliary unit drive or a corresponding housing supporting the shaft anyway has numerous rotationally symmetrical components, so that a ring can be molded onto it with minimal space requirements.
  • a radial fixation of the clutch drive is automatically guaranteed. Only care must be taken for an axial force to press the friction drivers against each other. For this, the rear support is seen.
  • the bearing against which the gear ring is supported at the rear is preferably also rotationally symmetrical.
  • the overall structure of the auxiliary unit drive is also further simplified by the fact that, on the one hand, the direct integration of the individual construction steps with a one-part filling order Positioning methods can be used in which the required construction steps are already formed during the production of the blank, for example by casting processes.
  • the axial friction driver or - depending on the specific design - the entire pulley can or can be axially displaced easily and with little wear, it is proposed that it be arranged on an axially displaceable bearing.
  • the overall arrangement can be designed in such a way that the belt is only slightly inclined in the unloaded state, ie in the uncoupled state. Otherwise, appropriate compensating means can also be provided for an inclined position of the belt if the desired service life requires it.
  • the rotary movement can be initiated, for example, by an under-pressure socket, a servo or a similarly acting component. It is also possible to use a thread for adjustment, for example a trapezoidal thread.
  • the axially displaceable bearing is a rolling element bearing with an inner and outer ring and rolling elements arranged therebetween, the adjusting mechanism having a clamping device which, in the coupled state, has the inner ring of the rolling element bearing clamped to transmit the drive torques.
  • the force is therefore applied to the inner ring of the rolling element bearing, and the entire bearing can be moved using the belt guide or the alcüven friction driver.
  • the position can be specified precisely by firmly sealing the inner ring in the coupled position.
  • the clamping device can be formed by spring rings arranged on both sides of the inner ring of the rolling bearing. This has several advantages. On the one hand, the clamping force can be determined precisely in this way.
  • the active friction element is located in axially extending recesses in the belt guide. basic body lies.
  • the recesses in the belt guide base body are openings in which the active friction carrier lies and through which or from which it is pressed onto the passive friction carrier for coupling.
  • Such a configuration places less demands on the position of the belt pulley edge body itself, since axial forces can be transmitted to a large extent directly via the active friction medium.
  • the arrangement of the active friction driver in axially extending recesses in the belt guide grand body enables a rotational driver device to be created without further steps, which transmits the torque between the coupled alcüve friction driver and the main pulley body.
  • the adjustment mechanism for the alcüve friction driver or the belt guide can have an elastic clamping device which, in the coupled state, clamps the driver constellation between the active friction sensor and the belt guide for transmitting the drive torques.
  • the driver constellation is thus ensured by a spring force on the friction surface of the passive friction driver. This causes a further vibration coupling.
  • the active friction mower has for this purpose a plurality of dislcrete friction bodies along the circumference, the end faces of which rub against the friction Use the passive friction medium to close the exercise when the auxiliary drive is switched on.
  • An advantageous variant provides that the belt pulley main body and / or the active friction medium is rotatably and axially displaceably mounted on an outer peripheral region of the auxiliary unit housing.
  • the belt pulley body becomes an integral part of the auxiliary unit. This clearly stipulates that it is not the driving pulley but the pulley of the auxiliary unit itself that can be switched.
  • a constructive simplification provides that the adjusting device of the adjusting mechanism is part of the auxiliary unit housing.
  • a ramp-shaped toothing can then be molded directly onto a corresponding area of the auxiliary unit housing, so that additional components are not required.
  • plastic technology can also be used, so that, for example, the ramp-shaped toothing is formed directly during a spraying process.
  • Such training can also be carried out using suitable casting processes.
  • friction surfaces on the alcüve friction clutch and or on the passive friction clutch are formed by a plurality of coaxially arranged circular or annular segment-shaped toothing grooves, the friction surface on the passive friction clutch being complementary Has toothed grooves on the friction surface on the alcüven friction medium.
  • these toothed grooves engage with one another with their flanges.
  • the contact pressure can be increased.
  • the tendency to wear is also reduced due to the increase in the friction surface.
  • a particularly cost-effective variant provides that the pulley base body, the belt guide and / or the active friction screw is or are made of a plastic material.
  • the belt pulley Bengrandlcö ⁇ er and the alctive Reibungsmiüiehmer can be produced in one manufacturing process, if desired, different materials can also be used, for example by coinjection molding. There is also the possibility to use a metal or ceramic material.
  • the alctive and the passive friction clutch can have a friction lining.
  • This friction lining absorbs the heat generated during the initial ratcheting during the shifting process and also considerably increases the coefficient of friction.
  • the toothing grooves and / or the complementary toothing grooves of the alcüve friction follower or of the passive friction follower can advantageously be arranged in the friction lining, as a result of which this can also have its effect in the flange area of the toothing grooves.
  • active agents are arranged on the shaft which, when coupled, rotate in the auxiliary unit housing.
  • the active means driven by the pulley are therefore located directly in the auxiliary unit housing, as a result of which a very compact structural unit can again be obtained.
  • This can involve a wide variety of active agents, which together with the shaft form a rotor, which is generally in operative relationship with the unit housing.
  • the unit housing is preferably a pump housing and, accordingly, the active agents are preferably a pump wheel.
  • pumps such as water pumps, air pumps, air conditioning compressors, power steering pumps, etc. are very often used. If these are each equipped with a switchable belt wheel, they can be switched on and off as required. In this way, the power losses of the internal combustion engine can be significantly reduced.
  • this relates to an auxiliary unit for a vehicle engine, and the auxiliary unit has an unit housing, a shaft, an active agent arranged on the shaft and a pulley which is rotatably mounted on an outer circumference of the unit housing and which is designed to be connectable or disconnectable with or from the shaft by means of a coupling.
  • a method for operating an auxiliary unit drive for an internal combustion engine which has at least one auxiliary unit with a pulley that can be coupled in and out of the shaft of the auxiliary unit, is advantageous, in which the auxiliary unit drive is driven by a pulley connected to the crankshaft of the vehicle engine and a belt which is in engagement with at least one pulley of an auxiliary unit, and in which the pulley is coupled and decoupled to or from the shaft of the auxiliary unit according to at least one predetermined parameter and / or at the choice of an operator.
  • the auxiliary unit drive can in particular be in one of the prescribed configurations.
  • 1 is a Wasse ⁇ umpe as an auxiliary unit of an internal combustion engine with a pulley in full section, with an adjusting ring for initiating a clutch lock
  • 2 shows the adjustment ring from FIG. 1 in a view from the right (based on FIG. 1)
  • FIG. 3 shows the adjusting ring from FIG. 2 in a section along the line III-III in FIG. 2 and
  • Fig. 4 shows a second embodiment of a Wasse ⁇ umpe as an auxiliary unit of an internal combustion engine with pulley in full section.
  • the Wasse ⁇ umpe 1 shown in full section in Figure 1 is arranged as an auxiliary unit on an internal combustion engine not shown and described.
  • the arrangement and grouping of the auxiliary units, including the belt wheels assigned to them and the rotating belt, can be carried out in a similar manner to that in EP 0 136 384 AI.
  • the pulley on the crankshaft of the internal combustion engine does not necessarily have to be able to be switched on and off via a clutch.
  • a water pump impeller 8 rotates, which sits on a steel hub 9 which is pressed onto the pump shaft 4.
  • the diameter of the pump shaft 4 is reduced and on this reduced section 10 there is a torque disk 11 connected to the pump shaft 4 in a connected manner.
  • the torque disk serves as a friction clutch element and is provided in its upper section on the side facing the pump housing 2 with a plurality of concentric, annular toothed grooves 12.
  • the entire area of the toothing grooves 12 is coated with a friction lining 13, which also simulates the contour of the toothing grooves 12.
  • ribs 11 ' which can serve as stiffening and / or as fan blades.
  • Such a fan can be an integral part of the driver or also be provided as an additional component on the shaft on the driver.
  • the pump housing 2 has a cylindrical coupling area 14 on the outside of its bearing bush.
  • a rolling element bearing 15, on which a pulley base element 16 is attached, is slid axially on the lateral surface of this coupling area.
  • the Wälzkö ⁇ erlager 15 has an inner ring 17, an outer ring 18 and a plurality of Wälzkö ⁇ er 19.
  • the belt pulley body 16 sits firmly on the outer ring 18, so that the belt pulley 20 thus formed can rotate about the coupling region 14 of the pump housing 2.
  • the friction clutch is produced in that an active friction element, namely the belt pulley edge body 16, with its end face facing away from the pump housing 2 and having the toothing grooves 22, is axially displaceable and for coupling to a corresponding passive friction element , namely the torque disk 11 with its toothed grooves 12, is pressed on, wherein an axial displacement position of the alcüven friction driver correspondingly hosts a dependent axial displacement of the belt filling formed by the receiving grooves 21, since these are integrally formed with one another.
  • an active friction element namely the belt pulley edge body 16 with its end face facing away from the pump housing 2 and having the toothing grooves 22
  • a corresponding passive friction element namely the torque disk 11 with its toothed grooves 12
  • the factors of the two adjustment mechanisms are to be multiplied with each other and easily result in the total factor 25.
  • the 5 N given in the example thus result in an axial force of 125 N without taking into account the friction in the cladding.
  • a further reinforcement is provided by the profile of the friction linings or friction surfaces (approx. Factor 3).
  • the adjusting ring 26 is turned back by an eighth of a turn, so that the toothing 27 on the adjusting ring 26 and the complementary toothing in the adjusting region 28 mesh completely with one another and thus together have the lowest overall height ingest so that the springs 24 and 25 are compressed in a minimally desired manner or are no longer loaded. In most cases, a minimum clamping force on the inner ring 17 will still be desired.
  • the axial backward movement (to the right in FIG. 1) of the belt pulley 16 is so great that the toothing grooves 22 are no longer in engagement with the toothing grooves 12 on the torque plate 11 and no more torque is transmitted.
  • the pump shaft 4 and the pump impeller 8 then stand still.
  • the adjusting lever 29 is preferably cranked so that it looks out between the pulley 20 and the pump housing 2.
  • the return spring 24 and the drain spring 25 also ensure that a low-vibration fastening of the pulley 20 on the pump housing 2 is ensured. This gives the entire Wasse ⁇ umpe 1 a very quiet run.
  • the Rieiiei disc-shaped body 16 is not axially displaceably mounted on the coupling region 14 of the pump housing 2.
  • the inner ring 17 of the Wälzlcö ⁇ erlagers 15 strikes the safety ring 23.
  • the coupling area 14 is longer in this embodiment since a clutch disk 32 (or driving disk) is pushed onto the clutch area 14.
  • the clutch disc 32 has a corresponding central cylindrical bore.
  • the clutch disc is provided with a plurality of axially forwardly extending coupling projections 33 which extend through corresponding openings 34 in the Rienienusionngrandkö ⁇ er 16.
  • the coupling projections 33 are each provided with toothed grooves 22 ′ in the form of annular segments. The elevations located next to the toothing grooves 22 ′ can engage in the toothing grooves 12 on the torque disk 11.
  • the clutch disc 32 is supported towards the inner ring 17 via a plate-shaped return spring 24 '. At the rear 35 of the clutch disc 32 there is an axial roller bearing 36, which is also guided on the clutch area 14.
  • a disc-shaped drain spring 25 ' is arranged between the adjusting ring 26 and the axial bearing 36.
  • the pulley 20 is coupled in and out to the pump shaft 4 via the adjusting ring 26, which is supported on a corresponding counter toothing on the area 28 of the pump housing 2.
  • the adjusting ring 26 and the area 28 are maximally folded out against each other, so that the return spring 24 'and the spring 25' are in their spring-loaded position.
  • the force transmitted via the axial roller bearing 36 acts on the clutch disk 32, which presses on the torque disk 11 with the ends of its clutch projections 33 and thus effects the torque transmission.
  • the torque disc 11 can be made of plastic. This results in the possibility that it is sprayed onto the shaft 4 or connected to it in one piece.
  • the friction lining 13 can also be applied in one piece by active substance processing methods.
  • the belt guide (outer circumference of the belt pulley gripper body 16 with the receiving rings 21) can be rotated about the shaft 4 in the uncoupled state regardless of a rotation thereof.
  • the active friction element namely the pulley base body 16 with its end facing away from the pump housing 2 and having the toothing grooves 22, is arranged on one side of the passive friction driver, namely the torque disk 11 with its toothing grooves 12, and a frictional connection takes place exclusively between the active and the passive friction medium.
  • the pulley 20 can be designed such that the circumferential surface is designed as a flat profile and the expected maximum displacement is spread.
  • the belt, in particular flat belt, would thus remain in its old axial position even when the pulley 20 is axially displaced.
  • the friction lining can optionally be attached, as shown here, on the rotary disk 11 and / or on the pulley 20.
  • the Wasse ⁇ umpe 1 shown here should only be understood as an exemplary embodiment of an auxiliary unit on an internal combustion engine.
  • the use of a pulley mounted on the unit housing can also be used with Lenlcin pumps, air conditioning compressors and the like.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Pulleys (AREA)
  • Transmission Devices (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un entraînement à groupe auxiliaire destiné à un moteur de véhicule comportant une poulie à courroie (20) couplable et découplable, provoquant, à l'état couplé, un transfert de moment entre un guide-courroie et un arbre (9) par l'intermédiaire d'un embrayage à friction (22, 12), et logée, à l'état découplé, de façon à tourner coaxialement autour de l'arbre (9). Ledit embrayage à friction est créé du fait qu'un entraîneur à friction actif (16) de la poulie à courroie (20) est guidé de façon à se déplacer axialement et comprimé sur un entraîneur à friction passif correspondant (11) de l'arbre (9) pour le couplage. L'invention vise à mettre en oeuvre des entraînements plus petits, plus légers et plus économiques, de façon simplifiée sur le plan mécanique. A cet effet, le déplacement axial de l'entraîneur à friction actif (16) provoque un déplacement axial correspondant du guide annulaire.
PCT/DE2004/002090 2003-09-17 2004-09-17 Entrainement a groupe auxiliaire destine a un moteur de vehicule comportant une poulie a courroie decouplable et groupe auxiliaire WO2005028901A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP04786809A EP1668268A1 (fr) 2003-09-17 2004-09-17 Entrainement a groupe auxiliaire destine a un moteur de vehicule comportant une poulie a courroie decouplable et groupe auxiliaire
JP2006526515A JP2007506044A (ja) 2003-09-17 2004-09-17 クラッチ連結とその解除が可能なプーリを備えた、車両エンジン用の補助ユニット伝動装置、ならびに補助ユニット
DE112004001764T DE112004001764D2 (de) 2003-09-17 2004-09-17 Hilfsaggregatantrieb für einen Fahrzeugmotor mit zu- und entkoppelbarer Riemenscheibe sowie Hilfsaggregat

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10342966.2 2003-09-17
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Cited By (9)

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WO2008095591A1 (fr) * 2007-02-03 2008-08-14 Ixetic Mac Gmbh Poulie à courroie
FR2912474A1 (fr) * 2007-02-08 2008-08-15 Pierburg Sarl Pompe a eau
WO2009136255A1 (fr) * 2008-05-07 2009-11-12 Dayco Europe S.R.L. Poulie découplable pour commander une pompe à eau
WO2010124664A1 (fr) * 2009-04-30 2010-11-04 Geräte- und Pumpenbau GmbH Dr. Eugen Schmidt Pompe débrayable pour fluide de refroidissement
CN102562843A (zh) * 2012-03-10 2012-07-11 博山宝丰陶瓷机械有限公司 陶瓷滚压机工作轴上的平面摩擦式离合器
US8627935B2 (en) 2010-06-16 2014-01-14 Litens Automotive Partnership Clutch for selectively driving an accessory
WO2015070845A3 (fr) * 2013-11-18 2015-10-22 Schaeffler Technologies AG & Co. KG Dispositif d'accouplement pour entraînement d'unité auxiliaire et procédé pour faire fonctionner un dispositif d'accouplement
EP2799684A3 (fr) * 2013-05-03 2016-04-06 FERRARI S.p.A. Moteur à combustion interne fourni avec une pompe de refroidissement pouvant être déconnectée mécaniquement
DE102018106757A1 (de) * 2018-03-22 2019-09-26 Pierburg Pump Technology Gmbh Schaltbare mechanische Kühlmittelpumpe

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FR2956174A1 (fr) * 2010-02-09 2011-08-12 Peugeot Citroen Automobiles Sa Dispositif d'accouplement entre un arbre et une poulie et bloc moteur pouvant equiper un vehicule automobile et comprenant le dispositif d'accouplement
JP2011220326A (ja) * 2010-03-25 2011-11-04 Aisin Seiki Co Ltd 車両用ウォータポンプ
DE102018207087A1 (de) * 2018-05-07 2019-11-07 Te Connectivity Germany Gmbh Antriebselement mit Überlastkupplung für einen elektrischen Stecker mit Antrieb sowie elektrischer Stecker mit einem solchen Antriebselement

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US2107341A (en) 1935-05-31 1938-02-08 Houde Eng Corp Governor clutch
US2725185A (en) * 1952-11-04 1955-11-29 William L Willcox Vacuum controlled drive for fans
US3724627A (en) * 1972-03-01 1973-04-03 Case Co J I Power-take off clutch
GB1414061A (en) * 1972-06-02 1975-11-12 Tooth A D Hydraulic power generating arrangement
US4095685A (en) * 1977-02-14 1978-06-20 J. I. Case Company Adjustable clutch assembly
EP0136384A1 (fr) 1983-10-03 1985-04-10 Canadian Fram Limited Accouplement pour poulie de vilebrequin de moteur
DE3430936A1 (de) * 1984-08-22 1986-03-06 Ustav pro výzkum motorových vozidel, Prag/Praha Reibungskupplung fuer kuehlluefter von brennkraftmaschinen
EP0416492B1 (fr) 1989-09-04 1994-11-30 Bando Chemical Industries, Limited Variateur continu de vitesse
DE4243777A1 (de) 1992-12-23 1994-07-07 Gkn Automotive Ag Antriebsanordnung für Nebenaggregate
DE19529073C1 (de) 1995-08-08 1996-09-12 Fichtel & Sachs Ag Kupplungsscheibe mit konzentrischen Ausnehmungen in den Rückenseiten der Reibbelagringe
DE19641507C1 (de) 1996-10-09 1998-03-05 Mannesmann Sachs Ag Reibungskupplung, insbesondere für Kraftfahrzeuge
JP2001090537A (ja) * 1999-09-24 2001-04-03 Isuzu Motors Ltd ウォータポンプ
DE10013252A1 (de) * 2000-03-17 2001-10-25 Audi Ag Kühlflüssigkeitspumpe
DE10155458A1 (de) 2000-11-22 2002-05-23 Luk Lamellen & Kupplungsbau Kupplungsaggregat

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008095591A1 (fr) * 2007-02-03 2008-08-14 Ixetic Mac Gmbh Poulie à courroie
FR2912474A1 (fr) * 2007-02-08 2008-08-15 Pierburg Sarl Pompe a eau
WO2008107239A1 (fr) * 2007-02-08 2008-09-12 Pierburg Pump Technology France Sarl Pompe à eau
WO2009136255A1 (fr) * 2008-05-07 2009-11-12 Dayco Europe S.R.L. Poulie découplable pour commander une pompe à eau
WO2010124664A1 (fr) * 2009-04-30 2010-11-04 Geräte- und Pumpenbau GmbH Dr. Eugen Schmidt Pompe débrayable pour fluide de refroidissement
US8814497B2 (en) 2009-04-30 2014-08-26 Geraete- Und Pumpenbau Gmbh Dr. Eugen Schmidt Switchable coolant pump
US8627935B2 (en) 2010-06-16 2014-01-14 Litens Automotive Partnership Clutch for selectively driving an accessory
CN102562843A (zh) * 2012-03-10 2012-07-11 博山宝丰陶瓷机械有限公司 陶瓷滚压机工作轴上的平面摩擦式离合器
EP2799684A3 (fr) * 2013-05-03 2016-04-06 FERRARI S.p.A. Moteur à combustion interne fourni avec une pompe de refroidissement pouvant être déconnectée mécaniquement
US9970425B2 (en) 2013-05-03 2018-05-15 Ferrari S.P.A. Internal combustion engine provided with a cooling pump that can be mechanically disconnected
WO2015070845A3 (fr) * 2013-11-18 2015-10-22 Schaeffler Technologies AG & Co. KG Dispositif d'accouplement pour entraînement d'unité auxiliaire et procédé pour faire fonctionner un dispositif d'accouplement
DE102018106757A1 (de) * 2018-03-22 2019-09-26 Pierburg Pump Technology Gmbh Schaltbare mechanische Kühlmittelpumpe

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EP1668268A1 (fr) 2006-06-14
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CN1882793A (zh) 2006-12-20

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