WO2007109278A1 - Étrier de base en deux pièces pour entraînement de ventilateur par friction humide - Google Patents

Étrier de base en deux pièces pour entraînement de ventilateur par friction humide Download PDF

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Publication number
WO2007109278A1
WO2007109278A1 PCT/US2007/006926 US2007006926W WO2007109278A1 WO 2007109278 A1 WO2007109278 A1 WO 2007109278A1 US 2007006926 W US2007006926 W US 2007006926W WO 2007109278 A1 WO2007109278 A1 WO 2007109278A1
Authority
WO
WIPO (PCT)
Prior art keywords
friction clutch
assembly
housing
fan
engine
Prior art date
Application number
PCT/US2007/006926
Other languages
English (en)
Inventor
Theodore A. Malott
Thomas M. Tembreull
Benjamin A. Sprygada
Original Assignee
Borgwarner Inc.
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 Borgwarner Inc. filed Critical Borgwarner Inc.
Publication of WO2007109278A1 publication Critical patent/WO2007109278A1/fr

Links

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
    • F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/28—Automatic clutches actuated by fluid pressure
    • F16D43/284—Automatic clutches actuated by fluid pressure controlled by angular speed

Definitions

  • the invention relates generally to fan drive systems and more specifically to two-piece base bracket for a wet friction fan drive.
  • the present invention relates to friction coupling devices and fluid coupling devices, such as friction clutch assemblies and viscous drives; the fluid coupling devices being of the type that include both a fluid operating chamber and a fluid reservoir chamber, and valving to control the quantity of fluid in the operating chamber .
  • the present invention may be used advantageously in various configurations and applications, it is especially advantageous in a coupling device of the type used to drive a radiator cooling fan of an internal combustion engine for a over the road truck, ' such as a class 8 truck, ' and will be described in connection therewith.
  • Friction coupling devices and fluid coupling devices that drive radiator cooling fans are generally of two types, friction clutch assemblies and viscous drives, respectively.
  • a friction clutch assembly When a friction clutch assembly is providing cooling the clutch " is fully engaged and not slipping. .
  • the friction clutch assembly is not providing cooling the assembly is fully disengaged and slip speed is at a maximum between a clutch plate and an engagement surface.
  • the dry friction clutch assemblies generally have low thermal capacity, since they typically do not incorporate fluid flow cooling mechanisms. Thus, the clutch assemblies have minimal cooling capability and are unable to cycle repeat in short durations of time. Also, because of low thermal capacity, the clutch assemblies are also limited in torsional capacity, such that they -are incapable of engaging at high engine revolutions per minute (rpm) or high engine speeds. The thermal energy that is generated during engagement at high engine rpm speeds can "burn up" or cause the clutch assembly to become inoperative.
  • rpm revolutions per minute
  • Viscous drives have become popular due to their ability to cycle repeat, engage at higher engine speeds, and have varying degrees of engagement. Viscous drives have an operating range of engagement and are generally less engaged at higher engine speeds and generally more engaged at lower engine speeds. Viscous drives are never fully engaged for internal viscous shear purposes .
  • viscous drives are als.o thermally and torsionally limited. Viscous drives are always slipping to some degree causing them to be incapable of turning at fully engaged peak operating speeds or at higher speeds than originally designed. Since viscous drives are continuously slipping, they are ⁇ continuously " generating heat, unlike friction clutch assemblies. Viscous drives are further limited in that the more engine cooling needed the larger and more costly the viscous drive and cooling fan that is required. Thus, for increased engine cooling requirements viscous drives can become impractical in size and cost.
  • One such fan drive system is a pulley-driven fan drive system that includes a housing assembly containing a hydraulic fluid and an engaging circuit.
  • the engaging .circuit includes a pitot tube coupled within the housing assembly that receives at least a portion of the hydraulic fluid.
  • An engaging circuit engages the housing assembly to a fan shaft in response to supply of the hydraulic fluid from the pitot tube.
  • a one-piece base bracket is typically utilized.
  • This one-piece base bracket has two separate functions, one related to engine mounting and the other related to provide support to the various bearings .
  • the one-piece bracket is difficult to manufacture and assemble in the fan drive system due to its bulky nature.
  • the one-piece design lends itself to use in only one fan drive system, an entirely different sized " base bracket must be manufactured for systems having different packaging lengths.
  • the present invention is directed to a two-piece . base bracket used to mount a pulley-driven fan drive system to the engine block.
  • the two-piece bracket system separates the engine- mounting function from the .bearing support and control functions .
  • a portion of the two-piece bracket functions to maintain bearing alignment, while a second portion is directly mounted to the engine block.
  • the second portion includes a support shaft with a flange at one end that includes a plurality of mounting holes.
  • a bolt or similar mounting, device is then inserted through a respective one of the mounting holes and through respective holes in the engine-mounting portion to couple the two pieces together.
  • a second bolt or other mounting device is then inserted within other holes in the engine-mounting portion to directly mount the engine-mounting portion to the engine block.
  • the new design provides a means for maintaining the packaging length requirements for valve retention and wire exit paths for the system while providing additional benefits in terms of bearing alignments.
  • the new design is also easier to manufacture and assemble as two separate parts .
  • the new design also provides a "standard" part for longer designs.
  • Figure 1 is a perspective, view of a vehicle utilizing a hydraulically controlled fan drive system in accordance with an embodiment of the present invention
  • Figures 2A and 2B are cross-sectional views of the hydraulically controlled system in accordance with an . embodiment of the present invention.
  • Figure 3 is an exploded view of the two-piece base bracket of Figures 2A and 2B.
  • Figure 4 illustrates various embodiments and base members .
  • the present invention may be used advantageously in various configurations and applications, it is especially advantageous in a coupling device of the type used to drive a radiator cooling fan of an internal combustion engine for a over the road truck, such as a class 8 truck, and will be described in connection therewith.
  • the present invention is described primarily with respect to a wet friction fan drive system, the present invention may be adapted and applied to various systems including: hydraulic systems, electrical systems, pneudraulic systems, mechanical systems, pneumatic systems, vehicle systems, cooling systems, fan drive systems, friction drive systems, or other systems .
  • FIG. 1 a perspective view of a vehicle 10 utilizing a hydraulically controlled fan drive system 12 in accordance with an embodiment of the present invention is shown.
  • the system 12 uses rotational energy from a liquid cooled engine 14 at an increased ratio to turn a radiator-cooling fan 16 to provide airflow through a radiator 18.
  • the system 12 includes a housing assembly 20 fixed to a pulley 22, which is coupled to and rotates relative to a crankshaft (not shown) of the engine 14, via a pair of belts 24, within an engine compartment 25.
  • the housing assembly 20 is mounted on the engine 14 via a two-piece mounting bracket 26, which will be described further below in Figures 2B and 3.
  • the housing assembly 20 hydraulically engages the fan 16 during desired cooling intervals to reduce temperature of the engine 14 or to perform other tasks further discussed below.
  • the fan 16 may be attached to the housing assembly 20 by any suitable means, such as is generally well known in the art. It should be understood, however, that the use of the present invention is not limited to any particular configuration of the system 12, or fan mounting arrangement, or any particular application for the system 12, except as is specifically noted hereinafter.
  • the system 12 includes an input circuit 30, the housing assembly 20, a piston assembly 34, an engaging circuit 36 having an mechanical portion 38 and a electrical portion 40, and a variable cooling and lubrication circuit 42.
  • the input circuit 30 provides rotational energy to the housing assembly 20.
  • the engaging circuit 36 engages the housing assembly 20 to a fan shaft 44, via the piston assembly 34, to rotate the fan 16.
  • the fan 16 may be coupled to the fan shaft 44 via splines 46, which is threaded into the fan shaft 44, or by other techniques known in the art, such as being coupled to the fan hub 47.
  • the fan shaft 44 may be a single unit, as shown, or- may be split into a fan shaft portion and a clutch shaft portion.
  • the variable cooling circuit 42 provides distribution of hydraulic fluid 48 throughout and in turn cooling and lubricating components within the housing assembly 20.
  • the hydraulic fluid may be an oil-based fluid or similar fluid known in the art.
  • the input circuit 30 includes the pulley 22 that rotates about the two-piece mounting .bracket 26 on a set of pulley bearings 50.
  • the pulley bearings 50 are held between pulley bearing notches 52, in a stepped inner channel 54 of the pulley 22, and pulley bearing retaining rings 56, that expand into pulley ring slots 58 in an interior wall 60 of the pulley 22.
  • the pulley 22 may be of various type and style, as known in the art.
  • the inner channel 54 corresponds with a first center opening 62 in the housing assembly 20.
  • the hydraulic fluid 48 flows through the center opening 62 into the inner channel 54 and cools and lubricates the bearings 50.
  • a first .seal 64 resides in the inner channel 54 on an engine side 66 of the pulley 22 for retaining the hydraulic fluid 48 within the housing assembly 20.
  • the housing assembly 20 includes a die cast body member 70, and a die cast cover member 72, that may be secured together by bolts (not shown) through channels 73 of the outer periphery 74 of the die cast member 70 and cover member 72.
  • the die cast member 70 and the cover member 72 may be secured together using other methods known in the art. It should be understood that the present invention is not limited to use with a cast cover member, but may also be used with other members such as a stamped cover member.
  • the housing assembly 20 is fastened to the pulley 22, via fasteners (not shown) extending through the cover member 20 into the pulley 22 in designated fastener holes 76.
  • the housing assembly 20 rotates in direct relation with the pulley 22 and rides on housing .bearings 78 that exists between the housing assembly 20 and the fan shaft 44.
  • the housing bearing 78 is held within the housing assembly 20 between a corresponding housing bearing notch 80 in the body member 70 and a housing bearing retainer ring 82 that expands into a housing ring slot 84.
  • a second center opening 86 exists in the body member 70 to allow the hydraulic fluid 48 to also circulate, cool, and lubricate the housing bearings 78.
  • a second seal 88 resides on a fan side 90 of the housing assembly 20 for retaining the hydraulic fluid 48 within the housing assembly 20.
  • the body member 70 has a fluid reservoir 92 containing the hydraulic fluid 48. Cooling fins 94 are coupled to an exterior side 96 of the body member 70 and perform as a heat exchanger by -removing heat from the hydraulic fluid 48 and'- releasing it within the engine compartment 25.
  • the cover member 72 may be fastened to the body member 70 using various methods known in the art. For further explanation of the housing assembly 20 see U.S. Patent Application entitled ' "Molded Cooling Fan", which is incorporated by reference herein. Note, although the fan 16 is shown as being attached to the body member 70 it may be coupled to the cover member 72.
  • the piston assembly 34 includes a piston housing 100 rigidly coupled to a distribution block 102, which is rigidly coupled to the two-piece bracket 26 on a first end 104.
  • the distribution block 102 is coupled to a fan shaft bearing 106 on a second end 108, which allows the fan shaft 44 to rotate about the second end 108.
  • the piston housing 100 has a main pitot tube channel 110, that has a piston branch 112 and a controller branch 114, for flow of the hydraulic fluid 48 to a translating piston 116 and to a hydraulic fluid controller 118.
  • the piston 116 is coupled within a toroidally shaped channel 120 of the housing 100 and has a pressure side 122 and a drive side 124, with a respective pressure pocket 126 and drive pocket 128.
  • the piston translates along a center axis 130 to engage the housing assembly 20 to the -fan shaft 44, via hydraulic fluid pressure from the piston branch 112.
  • the engaging circuit 36 includes a hydraulic fluid supply circuit 132, a clutch plate assembly 134, a return assembly 136, and a control circuit 138.
  • the hydraulic circuit 132 applies pressure on the piston 116 to drive an end plate 140, riding on. a separation bearing 142 between the endplate 140 and the piston 116, against clutch plates 144 within the clutch plate assembly 134 and engages the fan 16.
  • the control circuit 138 controls operation of the piston 116 and engagement of the fan 16.
  • any number of clutch plates may be used.
  • a series of clutch plates are utilized to engage the fan 16 other engagement techniques known in the art may be utilized.
  • the hydraulic circuit 132 may include a . baffle 146 separating a relatively hot cavity side 148 from a relatively cool cavity side 150 of the fluid reservoir 92 and a pressure pitot tube 152.
  • the pressure tube 152 although shown as being tubular in shape may be of various sizes and shapes.
  • the pressure tube 152 receives hydraulic fluid- 48 from within the cool side 150, providing cooling to the engaging circuit 36, due to flow of the fluid 48 from rotation of the housing assembly 20, carrying the fluid 48 in a radial pattern around an inner periphery 154 of the housing assembly 20.
  • the pressure tube 152 is rigidly coupled within the main channel 110 and is therefore stationary.
  • Equation 1 As fluid 48 is circulating about the inner periphery 154, a portion of the fluid 48 enters the pressure tube 152 and applies pressure on the pressure side 122 of the piston 116. Differential speed generated by the fluid 48 through the pressure tube 152 can be expressed according to Bernoulli's equation, shown as equation 1.
  • resulting velocity V on the clutch plate assembly 134 is represented in terms of velocity pressure P, density p, and 'gravity g.
  • pressure applied on the clutch assembly 134 also increases providing variable drive speed of the fan 16, as further discussed below.
  • Pressure P within the pressure tube 152 varies proportional with square of velocity V, and since torque of the fan 16 also varies with square of the velocity V, the fan 16 ' rotates at an approximately -proportional constant percentage of input speed or velocity V.
  • the clutch plate assembly 134 includes a clutch pack 156 within a drum housing 158.
  • the clutch pack 156 includes the multiple clutch plates 144 separated into a first series 160 coupled to the drum housing 158 and a second series 162 coupled to the fan shaft 44.
  • the piston 116 drives the endplate 140 to apply pressure on the clutch plates 144, . which engages the fan 16.
  • the fan shaft 44 has multiple cooling passageways 164 that extend between a fan shaft chamber 166 and an inner drum chamber 168 allowing passage of fluid 48 therein. Fluid 48 after entering the drum chamber 168 passes across and directly cools the plates 144 and returns to the ' fluid reservoir 92 through slots 170 in the drum housing 158.
  • the slots 170 may be of various size and shape and have various orientations relative to the center axis 130.
  • the cooling passageways 164 although shown as extending perpendicular to the center axis 130 may extend parallel to the center axis 130, similar to the slots 170.
  • the return assembly 136 includes a set of return springs 172 and a spring retainer 174.
  • the springs 172 reside in the fan shaft chamber 166 and are coupled between the fan shaft 44 and the spring retainer 174.
  • the spring retainer 174 has a quarter cross- section that is tt L" in shape and is coupled between the drive side 124 and the end plate 140.
  • the springs 172 are in compression and exert force on the piston 116 so as to disengage the clutch plates 144 when fluid pressure on the pressure side 122 is below a predetermined level.
  • the control circuit 138 includes the distribution block 102, the fluid controller 118, and a main controller 176.
  • the distribution block 102 may have various configurations depending upon the type and style of the fluid controller 118, only one is shown.
  • the distribution block 102 contains a return channel 177 coupled to the controller branch 114.
  • the fluid controller 118 may be coupled within a main center channel 178 of the block 102, adjust fluid flow through the return channel 177, may be coupled within the bracket 26, or be external to the block 102 and bracket 26.
  • tubes may ⁇ couple and extend from the controller branch 114 to the fluid controller 118 through the main center channel 178 and possibly through a center portion 180 of the bracket 26, when externally coupled.
  • the fluid controller 118 adjusts fluid flow through the controller branch 114 across the main center channel 178, via the return channel 177, whereafter the fluid returns to the reservoir 92.
  • the fluid controller 118 adjusts pressure received by the piston 116. As the fluid controller 118 decreases fluid flow through the controller branch 114 pressure in the piston branch 112 and on the piston 116 increases .
  • the fluid controller 118 may adjust fluid pressure electronically, mechanically, or by a combination thereof.
  • the fluid controller 118 although shown as an electronically controlled proportioning valve, may be of various type and style known in the art.
  • the fluid controller 118 may be in the form of a solenoid, a bimetal coil device, a valve, or in some other form of fluid controller.
  • the fluid controller 118 may have internal logic or reactive mechanisms to determine when to alter fluid flow or may be coupled to a separate controller, as shown, for such determination.
  • the fluid controller 118 when not receiving a power signal or in a default mode, is preferably in a closed state to increase pressure on the piston 116 and engage the clutch plates 144.
  • the fluid controller 118 defaults to a closed state to provide cooling even when the controller 118 is inoperative.
  • diagnostic testing of the system 12 is easily accomplished by simply preventing the fluid controller 118 from receiving the power signal, which may be accomplished by electrically unplugging the controller 118 or through use of a diagnostic tool or controller (not shown) .
  • a main controller 176 may be coupled to' the fluid controller 118 and may be contained within the system 12 or may be separate from the system 12 as shown.
  • the main controller 176 is preferably microprocessor based such as a computer having a central processing unit, memory (RAM and/or ROM) , and associated input and output buses.
  • the main controller 176 may be a portion of a central vehicle main control unit, an interactive vehicle dynamics module, a cooling system controller, or may be a standalone controller as shown.
  • the main controller 176 generates a cooling signal containing information such as when cooling is desired and the amount of cooling that is desired.
  • the fluid controller 118 in response to the cooling signal adjusts flow of the fluid 48 through the controller branch 114.
  • the main controller 176 may be used to derate or reduce rotational speed of the engine 14 and reduce traveling velocity of the vehicle 10. Even when cooling is not desired the main controller 176 may activate the fluid controller 118 to increase pressure on the piston 116 and engage the fan 16. Since at least a minimal amount of torque is utilized in operating the fan 16 the rotational speed of the engine 14 may thereby be reduced, everything else being the same .
  • the cooling circuit 42 includes a second pitot tube or lubrication tube 182. Although, only a single lubrication tube is shown, any number of lubrication tubes may be used, especially in applications where increased flow is desired.
  • the lubrication tube 182 provides high flow rates at low pressures and as with the first tube may be of various size and shape. Fluid 48, from the cool side 150, enters the lubrication tube 182 and is directed into the fan shaft chamber 166 where it then passes through the cooling passageways 164 and cools the clutch pack 156. Fluid 48 may also exit the fan shaft chamber 166 through the slots 170.
  • the cooling circuit 42 not only cools and lubricates the clutch pack 156 but also other portions of the engaging circuit 36.
  • the two-piece base bracket 26 consists of an engine mounting portion 200 and a bearing support portion 202.
  • the engine-mounting portion 200 includes a flange region 210 having a first, or pulley side 212, and a second, or engine side 214 and includes a set of mounting holes 216.
  • the flange region 210 also has a second set of mounting holes 218.
  • a bolt 219 or similar mounting device is then inserted through a respective one of the mounting holes 218 to couple the engine-mounting portion 200 to the engine block 14.
  • the bearing- support portion 202 includes a support shaft portion 220 with a flange portion 222 at one end.
  • the support shaft portion 220 extends .within the input circuit 30 and housing assembly 20 and supports and maintains the alignment of the set of pulley bearings 50, housing bearings 78 and fan shaft bearings 142.
  • The. flange portion 222 has a bracket side portion 224 and a pulley side portion 226.
  • the flange portion 222 includes a plurality of mounting holes 228 located around the outer periphery of the support shaft portion 220.
  • the mounting holes 228 are preferably threaded mounting holes .
  • the bearing support portion 202 is coupled to the engine-mounting portion 200 by abutting the bracket side portion 224 to the pulley side 212 inserting a bolt 230 or similar mounting device through a respective one of the mounting holes 216 and mounting holes 228.
  • the new design of the base bracket 26 as a two-piece design provides a means for maintaining the packaging length requirements for valve retention and wire exit paths for the system 12 while providing additional benefits in terms of bearing alignments of the set of pulley bearings 50, housing- bearings.78 and fan shaft bearings 142.
  • the new design of the two-piece base bracket 26 is also easier to manufacture as two separate parts as compared with prior art one-piece designs .
  • the castings for forming the engine- mounting portion 200 and bearing support portion 202 are much simpler and less bulky than trying to manufacture a one-piece bracket .
  • the present design offers ease in assembly in that it is easier to mount the two-piece bracket in stages than it is to try to assemble a larger, bulkier one-piece bracket with the system 12 and then align the bracket to the engine block 14 for mounting.
  • To mount the two-piece bracket 26 involves a number of smaller and simpler steps. First, the bearing support portion 202 is mounted within the rest of the system 12. Next, the engine-mounting portion 200 is bolted to the bearing support portion 202. Finally, the engine-mounting portion 200 is bolted to the engine block 14 to complete the assembly.
  • FIG. 4 illustrates representative mounting portions 300 A-EE which can be utilized with a common bearing support portion, such as portion 202.
  • the new design also provides additional advantages in that a "standard" engine-mounting portion 200 that can be used with different length bearing mounting portions 202 (and specifically support shaft portions 220) to easily form systems of different lengths.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Details Of Gearings (AREA)

Abstract

La présente invention concerne un étrier de base en deux pièces (200, 202) utilisé pour monter un système d'entraînement par poulie de ventilateur sur un véhicule ou l'un de ses composants. Cet étrier en deux pièces sépare les fonctions de montage sur le moteur des fonctions de support et de commande du palier. Une partie (220) de l'étrier en deux pièces sert à maintenir l'alignement du palier alors qu'une deuxième partie est montée à demeure.
PCT/US2007/006926 2006-03-20 2007-03-20 Étrier de base en deux pièces pour entraînement de ventilateur par friction humide WO2007109278A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US74356506P 2006-03-20 2006-03-20
US60/743,565 2006-03-20

Publications (1)

Publication Number Publication Date
WO2007109278A1 true WO2007109278A1 (fr) 2007-09-27

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Application Number Title Priority Date Filing Date
PCT/US2007/006926 WO2007109278A1 (fr) 2006-03-20 2007-03-20 Étrier de base en deux pièces pour entraînement de ventilateur par friction humide

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8544627B2 (en) 2008-11-12 2013-10-01 Horton, Inc. Two-speed clutch and retro-fit kit
US11459933B2 (en) 2020-09-28 2022-10-04 Horton, Inc. Accessible clutch attachment assembly and method
US11635113B2 (en) 2020-01-21 2023-04-25 Horton, Inc. Clutch assembly and integrated ARB/guard

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2661148A (en) * 1951-04-12 1953-12-01 Schwitzer Cummins Company Thermostatically controlled fan
US2725185A (en) * 1952-11-04 1955-11-29 William L Willcox Vacuum controlled drive for fans
US2840316A (en) * 1956-03-05 1958-06-24 Thompson Prod Inc Clutch drive unit and control system
US4132301A (en) * 1977-03-21 1979-01-02 Evans Products Company Fluid actuatable fan clutch with internal caliper action
EP0282741A1 (fr) * 1987-03-16 1988-09-21 Rockford Powertrain, Inc. Transmission à vitesse variable pour ventilateurs de moteur
EP0870943A1 (fr) * 1997-04-09 1998-10-14 Eaton Corporation Entraínement visqueux à usage intensif d'un ventilateur et support de fixation pour celui-ci
EP1510716A1 (fr) * 2003-08-27 2005-03-02 Borg Warner Inc. ispositif d'entrainement hydraulique d'un ventilateur avec système de contôle binaire

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2661148A (en) * 1951-04-12 1953-12-01 Schwitzer Cummins Company Thermostatically controlled fan
US2725185A (en) * 1952-11-04 1955-11-29 William L Willcox Vacuum controlled drive for fans
US2840316A (en) * 1956-03-05 1958-06-24 Thompson Prod Inc Clutch drive unit and control system
US4132301A (en) * 1977-03-21 1979-01-02 Evans Products Company Fluid actuatable fan clutch with internal caliper action
EP0282741A1 (fr) * 1987-03-16 1988-09-21 Rockford Powertrain, Inc. Transmission à vitesse variable pour ventilateurs de moteur
EP0870943A1 (fr) * 1997-04-09 1998-10-14 Eaton Corporation Entraínement visqueux à usage intensif d'un ventilateur et support de fixation pour celui-ci
EP1510716A1 (fr) * 2003-08-27 2005-03-02 Borg Warner Inc. ispositif d'entrainement hydraulique d'un ventilateur avec système de contôle binaire

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8544627B2 (en) 2008-11-12 2013-10-01 Horton, Inc. Two-speed clutch and retro-fit kit
US9140309B2 (en) 2008-11-12 2015-09-22 Horton, Inc. Two-speed clutch and kit
US11635113B2 (en) 2020-01-21 2023-04-25 Horton, Inc. Clutch assembly and integrated ARB/guard
US11459933B2 (en) 2020-09-28 2022-10-04 Horton, Inc. Accessible clutch attachment assembly and method

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