WO2014078925A1 - Coupling system between a starting motor and an internal combustion engine - Google Patents

Coupling system between a starting motor and an internal combustion engine Download PDF

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Publication number
WO2014078925A1
WO2014078925A1 PCT/BR2013/000507 BR2013000507W WO2014078925A1 WO 2014078925 A1 WO2014078925 A1 WO 2014078925A1 BR 2013000507 W BR2013000507 W BR 2013000507W WO 2014078925 A1 WO2014078925 A1 WO 2014078925A1
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WO
WIPO (PCT)
Prior art keywords
crown
flywheel
pinion
profile
coupling
Prior art date
Application number
PCT/BR2013/000507
Other languages
French (fr)
Portuguese (pt)
Inventor
Alvaro CANTO MICHELOTTI
Original Assignee
Zen S/A Indústria Metalúrgica
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Filing date
Publication date
Application filed by Zen S/A Indústria Metalúrgica filed Critical Zen S/A Indústria Metalúrgica
Publication of WO2014078925A1 publication Critical patent/WO2014078925A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/027—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the pawl type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/062—Starter drives
    • F02N15/063—Starter drives with resilient shock absorbers
    • 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
    • F16D41/12—Freewheels or freewheel clutches with hinged pawl co-operating with teeth, cogs, or the like

Definitions

  • the present invention relates to a dynamic coupling system for the starting system of an internal combustion engine responsible for starting the engine to internal combustion by coupling a starter motor to the internal combustion engine. More specifically, the present invention relates to a system for permanently coupling the starter motor to the internal combustion engine; at the disposal of the elements of the dynamic coupling system; and how the system interrupts the torque transmission between the starter motor and the internal combustion engine after starting by a completely mechanical control system.
  • the main function of a dynamic coupling system is to make the proper transmission between the starter motor and the internal combustion engine, with the proper transmission being within the time required to start the engine, and with the speed reduction. suitable for both starter power and internal combustion engine capacity.
  • the unidirectional clutch is a mechanical element that bears analogy to the electrical diode, allowing mechanical torque transmission in a positive starting direction and disrupting torque transmission in the opposite direction.
  • the single clutch It can be obtained by friction, as in the ratchet clutch, or obtained by shoring, as in the mechanical diode.
  • Permanently engaged dynamic coupling systems featuring mechanical diode and freewheel have optimum characteristics for driving internal combustion engines.
  • the main challenges for using these features are: the large number of elements; the need for seals and lubrication box; and, the need for the use of auxiliary mechanism to decouple the starter impeller from the internal combustion engine to prevent wear of transmission parts.
  • Prior art US 6089112 shows a permanent dynamic coupling system with freewheel system and mechanical diode, preventing internal combustion engine rotation from being transmitted to the starter.
  • the fact that the crown is permanently coupled to the coupling system pinion causes the pinion gear teeth to wear inherently at these high revs, generating noise and eventual premature system failure. Additionally, the system needs special care with lubrication and sealing.
  • the prior art document WO / 20 1/113412 discloses a permanent dynamic coupling system with freewheel system and friction clutch.
  • the impeller does not require lubrication, which would lead to a reduction in the number of parts and ease of assembly.
  • the friction clutch has its one-way operation based on friction of retaining elements, for application in high torque transmission, such as starting systems for larger engines, it is necessary to increase significantly. the number of profile rollers (sprags) disposed in the dynamic coupling, which excludes the aforementioned advantage of having a reduced number of parts.
  • Prior art US 0185997 is a permanent dynamic coupling system featuring freewheel and clutch-ratchet system.
  • the distinguishing feature of the system presented in this document is the speed reduction by planetary gears and the mechanical clutch-ratchet system.
  • considerable reduction of parts is achieved, but lubrication in the sprocket gears is mandatory.
  • engine block modifications are required, which makes it difficult to implement the system by generating additional costs.
  • the pinion is coupled to the drive shaft drive system of the combustion engine, remaining with the permanent gear teeth during engine operation, which is to generate noise and reduce durability.
  • US7472672 relates to a starter motor comprising a unidirectional clutch.
  • An oil seal system is provided for this clutch, and features two dynamically acting retaining rings and maintains lubrication in a ring gear, responsible for transmitting torque from the starter motor to the flywheel.
  • At least one oil seal ring has a tapered shape to generate a force that pulls gear away from the flywheel ring.
  • Gear and ring lubrication improve the starting condition and life of a starting device.
  • this system also requires modifications to the engine block, making it difficult to implement and generating additional costs.
  • US7370619 relates to a starter system which includes a gear attached to the crankshaft shaft of the internal combustion engine, and a starter motor, which applies a starter torque to an outer periphery of the gear.
  • a speed sensitive clutch is interposed between shaft and gear. The clutch selectively transmits torque between gear and crankshaft through a series of vanes that respond to centrifugal force.
  • This system utilizes a crown-worm gear coupling which represents greater complexity and also It also makes it difficult to position the starter in the engine compartment, as the starter must be mounted transversely to the internal combustion engine.
  • US2010 / 0083927 discloses a system and method for controlling the shutdown of a multi-cylinder combustion engine including a mechanical energy storage device for decelerating the engine crankshaft shaft to an angular position of desirable stop to restart the engine.
  • Energy stored during engine shutdown can be used to adjust or reposition the crankshaft shaft to one of several advantageous angular orientations for restarting the engine, and this energy can be used to rotate the crankshaft shaft during engine restart. motor.
  • energy is stored by transferring it to a flywheel with a variable mass consisting of two or more segments, which can be selectively attached to one or more springs and also used to release the energy. This system shows a freewheel coupling, but it is not permanently engaged.
  • None of the prior art documents can illustrate a single-mount dynamic coupling system that requires complex lubrication and sealing with a compact, permanently coupled construction that can be applied for coupling between a starter motor and a combustion engine without changes to the engine block.
  • a dynamic coupling system between a starter motor and a combustion engine comprising a pinion coupling to the starter shaft and a crown, the pinion having external gear teeth the crown and transmits rotary movement from the starter motor to the crown, and a flywheel coupling to a crankshaft of an internal combustion engine, where the crown has a first pinion interface profile and a second steering wheel interface, with the crown a ratchet profile at the interface with the flywheel, and the flywheel comprises at least one reed, and mating with the ratchet profile of the crown, constituting a freewheel coupling.
  • At least one flywheel blade engages the crown ratchet profile when the crown rotates in a first direction and loses contact with the ratchet profile when the crown rotates in a second direction.
  • the crown has gear teeth on its inner profile, coupled to the pinion outer gear teeth, and an outer freewheel coupling profile with the flywheel.
  • the crown has gear teeth on its outer profile, coupled to the pinion outer gear teeth, and an inner freewheel coupling profile with the flywheel.
  • the system comprises spring means coupled between the free end of the vane and the flywheel.
  • the steering wheel further comprises at least one housing provided with a cavity for housing each reed in the retracted position.
  • the housing may consist of a separate housing element coupled between the steering wheel body and the vane, the spring means being coupled between the free end of the vane and the housing element.
  • the flywheel additionally has at least one spring means with first end attached to the flywheel and second end attached to the housing member, the at least one spring means being arranged substantially tangentially to the flywheel.
  • the system comprises a first spring means and a second spring means, the second spring means having an end fixed to the housing element on a side opposite the first spring means.
  • the spring means comprise at least one of coil springs, bending springs, rubber dampers, polymeric dampers, and spring-damper assembly.
  • the pinion has a hole which may have a splined profile couplable to a splined shaft, the pusher system further comprising a fastener securing the pinion to the splined shaft.
  • the pinion comprises a hole with a keyway for coupling to the shaft of the Start engine.
  • the coupling between the pinion and the motor shaft can also be done by interference, through splines, by a fixing ring or any other means that allows torque transmission from the shaft to the pinion, or the pinion and the shaft. can be formed as one piece.
  • Figure 1 is an exploded view showing separately the components of a first embodiment of the dynamic coupling system object of the present invention.
  • Figure 2 is a schematic view of the dynamic coupling system of Figure 1 showing its main coupled elements.
  • Figure 3 is a front view of a detail of a second embodiment of the starter system, object of the present invention with damping subsystem and additional freewheel system parts.
  • Figure 4 is a front view of a detail of a third embodiment of the dynamic coupling system, object of the present invention, also with damping subsystem and additional parts of the freewheel system.
  • Figure 5 is an exploded view showing separately the components of an alternative embodiment of the dynamic coupling system object of the present invention.
  • Figure 6 is a schematic view of the dynamic coupling system of Figure 5 showing its main coupled elements.
  • Figure 7 is a front view of a detail of the alternative embodiment of the starter impeller system, object of the present invention with damping sub-system provided with two springs and additional parts of the freewheel system.
  • Figure 8 is a front view of a detail of the alternative embodiment of the dynamic coupling system object of the present invention. with three-spring damping sub-system and additional freewheel system parts.
  • Figure 1 illustrates one embodiment of the dynamic coupling system, object of the present invention which, in performing its function, dynamically couples the starter motor 10 to the crankshaft shaft 60 of the internal combustion engine.
  • the system is shown in exploded form, separately illustrating each of its components, in the sequence in which they are coupled to each other.
  • the dynamic coupling system has a very simple construction, comprising essentially a pinion 20, a crown 40 and a flywheel 50. The crown and the flywheel are coupled together to form a freewheel system.
  • the pinion 20 is coupled to the output shaft 11 of a starter motor 10 and to a ring 40.
  • the pinion has external gear teeth 12 which make the coupling interface with the ring 40, thus transmitting rotational motion. from starter to crown.
  • the coupling between the starter shaft 10 and the pinion 20 is made by straight tooth splines.
  • the pinion 20 has a hole with spur internal splines 13, while the starter motor has a splined shaft 1 through which it transfers torque to the system.
  • a fastener 30 in the form of a screw is provided for positioning and securing pinion 20 to shaft 11.
  • the coupling between the shaft and the pinion does not require the use of a fixing element between the pinion 20 and the shaft 11.
  • the coupling can be made by another type of fixing pin, by interference, by grooves of any other profile, by means of a key or by clamping ring, these alternate embodiments are not shown in the figures, or any type of coupling that allows torque transmission from the shaft to the pinion.
  • pinion 20 and shaft 11 can be manufactured as one piece, simplified by the internal construction and assembly of the system according to the invention and reducing its number of parts.
  • the flywheel 50 is couplable to a crankshaft 60 of an internal combustion engine which will be driven by the starter via the dynamic coupling system of the present invention.
  • the coupling between the pinion 20 and the flywheel 50 is made by means of the crown 40 to allow the transmission of torque from the starter motor to the flywheel, and consequently to the combustion engine.
  • the crown 40 has a first pinion interface profile 20, and a second flywheel interface profile 50, which makes a freewheel coupling between the crown and the flywheel, constituting a freewheel system.
  • This freewheel coupling between the flywheel and the crown is important as it ensures that when the flywheel rotates at a speed greater than a predetermined limit, mechanical decoupling occurs between the crown and the flywheel, which also causes the decoupling between the starter motor and the combustion engine.
  • crown 40 has gear teeth 14 in its internal profile, interfacing with pinion 20 having gear teeth 12 in its external profile in a shape compatible with the internal teeth of the gear. crown.
  • An important feature of any embodiment of the present invention is to arrange the pinion 20 permanently engaged with the crown 40.
  • the interface between the crown 40 and the flywheel 50 is made by a ratchet type connection which also makes a freewheel coupling.
  • the crown 40 has a ratchet profile in its outer interface profile.
  • the crown-pinion coupling interface may be made through the outer profile of the crown 40, in which case the outer profile of the crown 40 has teeth. 14 are interfaced with the gear teeth 12 in the outer profile of the pinion 20 which are compatible with the outer teeth of the crown. Accordingly, the inner profile of the crown 40 is coupled to the steering wheel by a freewheel system.
  • the crown 40 has a C-shaped profile with an outer end edge and an inner end edge protruding from its body. .
  • the inner end edge has an outer face defining a central crown bore and an inner face facing the crown body.
  • Gear teeth 14 for interfacing with pinion 20 are located on the outer face of the outer end edge, while the ratchet profile 16 for freewheel coupling with the flywheel is disposed on the inner face of the inner end edge.
  • the handwheel may also be coupled to one of the side faces of the crown.
  • the flywheel has a vane 21 coupled to its inner profile that engages the ratchet profile 16 of the crown when the crown rotates in a first direction and loses contact with the ratchet profile 16. when the crown 40 rotates in a second direction.
  • This reed has a tiltable end fixed to the inner profile of the flywheel and a free end to engage the ratchet profile 40.
  • the flywheel may be provided with more than one vane in its inner profile to coupling with crown ratchet profile 40.
  • the steering wheel may also be provided with a housing for each of its vanes.
  • Such housing may be constituted as a cavity formed in the steering wheel body itself, or may be formed as a separate element 23 coupled between the steering wheel body 50 and vane 21.
  • This housing element 23 is also provided with a cavity. for housing the reed in the retracted position, as will be further described later with respect to FIG.
  • This interface between ratchet profile 16 of crown 40 and vane 21 of handwheel 50 causes torque to transfer between crown 40 and handwheel 50, and prevents reverse torque transfer from handwheel 50 to crown 40 , characterizing this device as a unidirectional wrapping mechanism.
  • the flywheel blade 21 decouples from the ratchet profile 16 of the crown 40, featuring a freewheel mechanism.
  • the crown 40 and the flywheel 50 may have a second mutual interface, which occurs between a central bearing member 17 of the crown and the bearing surface 19 in the central region of the flywheel. This interface allows the crown 40 and the flywheel 50 to rotate freely with each other.
  • the crown 40 has a bearing element 17 which is coupled to the edge region of a central crown bore.
  • this second interface can also be formed directly between the center hole of the crown and the center region of the flywheel.
  • FIGS 2 and 6 are schematic views showing the elements of the system of the present invention in their assembled functional position, where it is noted that the starter impeller system has a compact geometry and can be mounted directly on conventional internal combustion engines. no need for further modifications.
  • FIG. 3 shows in detail the attachment of the flywheel 50 to the combustion engine crankshaft 60, the interface between the pinion 20 and the crown 40, the interface between the crown 40 and the flywheel 50 and a damping subsystem. of the blade according to the embodiment of the invention shown in Figure 1.
  • Figure 7 shows the details of the equivalent attachment between the elements of the pusher system of the embodiment shown in Figure 5.
  • the flywheel 50 may be joined to the crankshaft 60 by means of a bolted joint, and to provide this joint, the flywheel has a plurality of holes 18.
  • the interface between the pinion 20 and the crown 40 has a robust and compact configuration, so that the pinion is located inside and permanently coupled to it.
  • crankshaft shaft 60 of the internal combustion engine showing an advantage of the dynamic coupling system of the present invention.
  • the handwheel has spring means 25 coupled between the free end of the vane 21 and the handwheel 50.
  • spring means 25 are arranged substantially radially in direction. relative to the flywheel 50, and assist in the coupling between the flywheel and the crown that forms the freewheel system.
  • These spring means 25 are designed to force the vane into a position engaged with the ratchet profile 16, and are designed to deform when starting the engine to internal combustion and starter decoupling due to the centrifugal inertial force exerted.
  • spring means 25 has a first end attached to the free end of the vane 21, and a second end attached to the flywheel, or to a housing element 23 disposed between the vane and the flywheel profile.
  • Such spring means 25 may be constituted as a coil spring, bending spring, rubber dampers, polymeric dampers, a spring-damper assembly, among others.
  • the spring may be made of steel, plastic, or any other suitable material or shape to perform the functions described above.
  • the flywheel further has a vane damping subsystem which acts to reduce the forces suffered by the vane when engaging the ratchet profile 16 of the crown 40 and is allocated in essentially tangential direction to the steering wheel 50 in its internal profile.
  • the damping sub-system comprises a vane housing element 23 constituted as a separate piece, provided with a cavity to completely house the vane 21 when it is in the contracted position towards the inner profile of the steering wheel 50. From that Thus, the fixed end of the reed is disposed within the cavity, while its free end, when in the uncompressed state, hangs out of the cavity, and when in the compressed state, lodges within the cavity, no longer making contact with ratchet profile 16.
  • the damping subsystem further has first spring means 22 designed to reduce the compressive forces on the vane 21 when starting the starter motor.
  • the first spring means 22 therefore has a first end attached to the inner profile of the handwheel 50 and a second end attached to the outer face of the housing element 23, disposed essentially tangentially to the handwheel 50.
  • the first spring means 22 are embodied in the form of two springs connected in series. These two springs may have different stiffness values for better adjustment of the impeller system behavior for each application.
  • Figures 4 and 8 show a second embodiment of the damping subsystem having second spring means 24 acting on together with the first spring means 22, reducing the compressive forces on the vane 21 when starting the starter motor, and also serving to prevent the combustion engine backlash at the moment it is turned off, when the flywheel tends to to perform small oscillations of rotation in the normal and opposite direction of rotation, generating impact on the diode and, consequently, noise and unwanted vibrations.
  • the backlash can therefore be detrimental to the electric motor of the starter system.
  • a first end of the second spring means 24 is fixed to the outer face of the housing member 25, on a side opposite to the first spring means 22, while the second end of the second spring means 24 is fixed to the inner profile of the steering wheel. 50, such that these second spring means 24 are arranged essentially tangentially to the flywheel 50.
  • the damping subsystem may further comprise additional springs which assist in dampening the impacts and rattling generated during engine operation. .
  • Spring means 22, 24 may be constituted as a coil spring, bending spring, rubber dampers, polymeric dampers, a spring-damper assembly, among others.
  • the spring may be made of steel, plastic, or any other suitable material or shape to perform the functions described above.
  • the dynamic coupling system according to the invention has a very simple, compact and low cost construction, using few parts and occupying a very small space, which makes a permanent and dynamic coupling between the starter motor and the combustion engine.

Abstract

The present invention relates to a dynamic coupling system between a starting motor (10) and an internal combustion engine, comprising a pinion (20) couplable to the shaft of a starting motor and to a ring gear (40), the pinion having outer gear teeth (12) of interface with the ring gear and transmitting rotary motion from the starting motor to the ring gear, and a flywheel (50) couplable to a crankshaft (60) of an internal combustion engine, the ring gear (40) having a first profile of interface with the pinion, and a second profile of interface with the flywheel, the ring gear (40) having a ratchet profile (16) on the interface with the flywheel, and the flywheel (50) comprising at least one pawl (21), which couples with the ratchet profile (16) of the ring gear, constituting a free-wheel coupling.

Description

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1  1
SISTEMA DE ACOPLAMENTO ENTRE UM MOTOR DE PARTIDA E UM MOTOR À COMBUSTÃO INTERNA  COUPLING SYSTEM BETWEEN A STARTING ENGINE AND AN INTERNAL COMBUSTION ENGINE
Relatório Descritivo da Patente de Invenção para "SISTEMA DE ACOPLAMENTO DINÂMICO ENTRE UM MOTOR DE PARTIDA E UM MOTOR À COMBUSTÃO". Report of the Invention Patent for "DYNAMIC COUPLING SYSTEM BETWEEN A STARTING MOTOR AND A COMBUSTION ENGINE".
A presente invenção refere-se a um sistema de acoplamento dinâmico para o sistema de partida de um motor à combustão interna, responsável por efe- tuar a partida do motor à combustão interna acoplando um motor de partida ao motor à combustão interna. A presente invenção refere-se, mais especificamente, a um sistema de acoplamento permanente do motor de partida ao motor à combustão interna; à disposição dos elementos do sistema de aco- plamento dinâmico; e, ao modo como o sistema interrompe a transmissão de torque entre o motor de arranque e o motor à combustão interna após a partida, através de um sistema de controle completamente mecânico.  The present invention relates to a dynamic coupling system for the starting system of an internal combustion engine responsible for starting the engine to internal combustion by coupling a starter motor to the internal combustion engine. More specifically, the present invention relates to a system for permanently coupling the starter motor to the internal combustion engine; at the disposal of the elements of the dynamic coupling system; and how the system interrupts the torque transmission between the starter motor and the internal combustion engine after starting by a completely mechanical control system.
Descrição do Estado da Técnica Description of the prior art
A função principal de um sistema de acoplamento dinâmico é fazer a trans- missão adequada entre o motor de partida e o motor à combustão interna, sendo a transmissão adequada aquela feita no intervalo de tempo necessário à partida do motor, e com a redução de velocidade adequada tanto à potência do motor de partida como a capacidade do motor a combustão interna.  The main function of a dynamic coupling system is to make the proper transmission between the starter motor and the internal combustion engine, with the proper transmission being within the time required to start the engine, and with the speed reduction. suitable for both starter power and internal combustion engine capacity.
Transmitir ao motor de partida elevadas rotações inerentes ao funcionamento do motor de combustão interna, ou provenientes de outras fontes, pode gerar ruído, desperdiçar a energia útil e prejudicar a integridade do motor de partida, bem como a integridade de elementos pertencentes ao sistema de acoplamento dinâmico. Outra transmissão indesejada ao motor de partida é aquela em direção contrária à direção positiva de partida. Transmitting to the starter engine high speeds inherent to the operation of the internal combustion engine, or from other sources, may generate noise, waste useful energy and impair the integrity of the starter as well as the integrity of elements belonging to the coupling system. dynamic. Another unwanted transmission to the starter motor is that in the opposite direction to the positive starting direction.
Existem no estado da técnica vários tipos de mecanismos para acoplamento dinâmico entre motor de partida e motor à combustão, tendo ou não a funcionalidade de embreagem unidirecional. A embreagem unidirecional é um elemento mecânico que guarda analogia com o diodo elétrico, permitindo transmissão mecânica de torque em uma direção positiva de partida e interrompendo a transmissão de torque na direção oposta. A embreagem unidi- recional pode ser obtida por fricção, como na embreagem-catraca, ou obtida por escoramento, como no diodo mecânico. There are several types of mechanisms in the art for dynamic coupling between starter and combustion engine, whether or not having unidirectional clutch functionality. The unidirectional clutch is a mechanical element that bears analogy to the electrical diode, allowing mechanical torque transmission in a positive starting direction and disrupting torque transmission in the opposite direction. The single clutch It can be obtained by friction, as in the ratchet clutch, or obtained by shoring, as in the mechanical diode.
Sistemas de acoplamento dinâmico permanentemente engrenados que dispõem de diodo mecânico e roda-livre apresentam características ótimas pa- ra acionar motores à combustão interna. Os principais desafios para o uso das referidas funcionalidades são: o grande número de elementos; a necessidade de selamentos e caixa lubrificação; e, a necessidade de uso de mecanismo auxiliar para desacoplar o impulsor de partida do motor de combustão interna, a fim de evitar desgaste de peças de transmissão.  Permanently engaged dynamic coupling systems featuring mechanical diode and freewheel have optimum characteristics for driving internal combustion engines. The main challenges for using these features are: the large number of elements; the need for seals and lubrication box; and, the need for the use of auxiliary mechanism to decouple the starter impeller from the internal combustion engine to prevent wear of transmission parts.
O documento do estado da técnica US 6089112 mostra um sistema de acoplamento dinâmico permanente com sistema de roda-livre e diodo mecânico, impedindo que a rotação do motor de combustão interna seja transmitida ao motor de partida. Contudo, o fato da coroa estar permanentemente acoplada ao pinhão do sistema de acoplamento faz com que os dentes da en- grenagem do pinhão sofram desgastes inerentes às referidas altas rotações, gerando ruídos e a eventual falha prematura do sistema. Adicionalmente, o sistema precisa de cuidados especiais com lubrificação e selamento. Prior art US 6089112 shows a permanent dynamic coupling system with freewheel system and mechanical diode, preventing internal combustion engine rotation from being transmitted to the starter. However, the fact that the crown is permanently coupled to the coupling system pinion causes the pinion gear teeth to wear inherently at these high revs, generating noise and eventual premature system failure. Additionally, the system needs special care with lubrication and sealing.
Já o documento do estado da técnica WO/20 1/113412 apresenta um sistema de acoplamento dinâmico permanente com sistema de roda-livre e embreagem de fricção. Nessa disposição o impulsor não necessita de lubrificação, o que levaria a uma redução no número de peças e a uma facilidade de montagem. Entretanto, devido ao fato da embreagem de fricção ter seu funcionamento unidirecional baseado no atrito de elementos retentores, para aplicação em transmissão de elevados torques, como é o caso de sis- temas de partida para motores de maior porte, se faz necessário aumentar em muito o número de roletes perfilados (sprags) dispostos no acoplamento dinâmico, o que exclui a mencionada vantagem de dispor de um número reduzido de peças. The prior art document WO / 20 1/113412 discloses a permanent dynamic coupling system with freewheel system and friction clutch. In this arrangement the impeller does not require lubrication, which would lead to a reduction in the number of parts and ease of assembly. However, due to the fact that the friction clutch has its one-way operation based on friction of retaining elements, for application in high torque transmission, such as starting systems for larger engines, it is necessary to increase significantly. the number of profile rollers (sprags) disposed in the dynamic coupling, which excludes the aforementioned advantage of having a reduced number of parts.
O documento do estado da técnica US 0185997 trata-se de um sistema de acoplamento dinâmico permanente apresentando sistema de roda-livre e embreagem-catraca. A característica que difere o sistema apresentado nesse documento é a redução de velocidade por engrenagens planetárias e o sistema embreagem-catraca formado por diodo-mecânico. Nessa disposição é alcançada considerável redução de peças, porém é mandatória a lubrificação nas engrenagens do pinhão-coroa. E modificações no bloco do motor são requeridas, fato que dificulta a implementação do sistema por gerar cus- tos adicionais. Além disso, nessa anterioridade, o pinhão é acoplado ao sistema de transmissão do eixo comando do motor de combustão, permanecendo com o engrenamento permanente dos dentes de engrenagem durante o funcionamento do motor, fato que e que gerar ruído e reduzir a durabilidade. Prior art US 0185997 is a permanent dynamic coupling system featuring freewheel and clutch-ratchet system. The distinguishing feature of the system presented in this document is the speed reduction by planetary gears and the mechanical clutch-ratchet system. In this arrangement considerable reduction of parts is achieved, but lubrication in the sprocket gears is mandatory. And engine block modifications are required, which makes it difficult to implement the system by generating additional costs. Moreover, in this priority, the pinion is coupled to the drive shaft drive system of the combustion engine, remaining with the permanent gear teeth during engine operation, which is to generate noise and reduce durability.
Nenhum dos documentos do estado da técnica é capaz aliar essas duas características exposta acima: proporcionar um impulsor de partida utilizando poucas peças e que não exijam cuidados especiais com lubrificação e selagem. Neither of the prior art documents is able to combine these two features as outlined above: providing a starter impeller using few parts and requiring no special care with lubrication and sealing.
O documento de patente US7472672 se refere a um motor de partida com- preendendo uma embreagem unidirecional. Um sistema de vedação de óleo é provido para essa embreagem, e dispõe de dois anéis de retenção, que atuam dinamicamente e mantém a lubrificação em uma engrenagem em anel, responsável pela transmissão de torque do motor de partida ao volante. Pelo menos um anel de vedação de óleo tem uma forma cónica, a fim de gerar uma força que afasta engrenagem do anel do volante do motor. A lubrificação da engrenagem e da coroa melhoram a condição de partida e o tempo de vida de um dispositivo de partida. Entretanto, este sistema também exige modificações no bloco do motor, dificultando a sua implementação e gerando custos adicionais.  US7472672 relates to a starter motor comprising a unidirectional clutch. An oil seal system is provided for this clutch, and features two dynamically acting retaining rings and maintains lubrication in a ring gear, responsible for transmitting torque from the starter motor to the flywheel. At least one oil seal ring has a tapered shape to generate a force that pulls gear away from the flywheel ring. Gear and ring lubrication improve the starting condition and life of a starting device. However, this system also requires modifications to the engine block, making it difficult to implement and generating additional costs.
O documento US7370619 se refere a um sistema de partida que inclui uma engrenagem fixa ao eixo virabrequim do motor de combustão interna, e um motor de arranque, que aplica um torque de arranque a uma periferia exterior da engrenagem. Uma embreagem sensível à velocidade está interposta entre eixo e a engrenagem. A embreagem seletivamente transmite torque entre a engrenagem e o eixo virabrequim por meio de uma série de palhetas que respondem à força centrífuga. Esse sistema utiliza um acoplamento com engrenagem coroa-sem fim que representa maior complexidade e tam- bém dificulta a posição do motor de partida no compartimento do motor, já que o motor de partida deve ser montado transversalmente ao motor de combustão interna. US7370619 relates to a starter system which includes a gear attached to the crankshaft shaft of the internal combustion engine, and a starter motor, which applies a starter torque to an outer periphery of the gear. A speed sensitive clutch is interposed between shaft and gear. The clutch selectively transmits torque between gear and crankshaft through a series of vanes that respond to centrifugal force. This system utilizes a crown-worm gear coupling which represents greater complexity and also It also makes it difficult to position the starter in the engine compartment, as the starter must be mounted transversely to the internal combustion engine.
O documento US2010/0083927 apresenta um sistema e o referente método para controlar o desligamento de um motor de combustão de múltiplos cilindros incluindo um dispositivo de armazenamento de energia mecânica para desacelerar o eixo virabrequim do motor de modo a leva-lo a uma posição angular de parada desejável para reiniciar do motor. A energia armazenada durante o desligamento de um motor pode ser usada para ajustar ou reposi- cionar o eixo virabrequim para uma de várias orientações angulares vantajosas para reiniciar o motor, e ainda, essa energia pode ser utilizada para rodar o eixo virabrequim durante a reinicialização do motor. Durante o desligamento, a energia é armazenada sendo transferida a um volante com uma massa variável, formado por dois ou mais segmentos, que podem ser seleti- vãmente acoplados fixamente a uma ou mais molas sendo utilizados também para liberar a energia. Esse sistema mostra um acoplamento com roda- livre, porém o mesmo não é permanentemente engrenado.  US2010 / 0083927 discloses a system and method for controlling the shutdown of a multi-cylinder combustion engine including a mechanical energy storage device for decelerating the engine crankshaft shaft to an angular position of desirable stop to restart the engine. Energy stored during engine shutdown can be used to adjust or reposition the crankshaft shaft to one of several advantageous angular orientations for restarting the engine, and this energy can be used to rotate the crankshaft shaft during engine restart. motor. During shutdown, energy is stored by transferring it to a flywheel with a variable mass consisting of two or more segments, which can be selectively attached to one or more springs and also used to release the energy. This system shows a freewheel coupling, but it is not permanently engaged.
Nenhum dos documentos do estado da técnica é capaz de ilustrar um sistema de acoplamento dinâmico de montagem simples, que dispense lubrifi- cação e selagem complexa, com construção compacta, com acoplamento permanente, e que possa ser aplicado para acoplamento entre um motor de partida e um motor à combustão, sem que sejam necessárias mudanças no bloco do motor. None of the prior art documents can illustrate a single-mount dynamic coupling system that requires complex lubrication and sealing with a compact, permanently coupled construction that can be applied for coupling between a starter motor and a combustion engine without changes to the engine block.
Breve Descrição da Invenção Brief Description of the Invention
Os objetivos da invenção são alcançados por meio de um sistema de acoplamento dinâmico entre um motor de partida e um motor à combustão, compreendendo um pinhão acoplável ao eixo de um motor de partida e a uma coroa, sendo que o pinhão possui dentes de engrenagem externos de interface com a coroa e transmite movimento rotativo do motor de partida para a coroa, e um volante acoplável a um virabrequim de um motor à combustão interna, em que a coroa possui um primeiro perfil de interface com o pinhão, e um segundo perfil de interface com volante, sendo a coroa possui um perfil catraca na interface com o volante, e o volante compreende pelo menos uma palheta, e que se acopla com o perfil catraca da coroa, constituindo um acoplamento de roda livre. The objects of the invention are achieved by means of a dynamic coupling system between a starter motor and a combustion engine, comprising a pinion coupling to the starter shaft and a crown, the pinion having external gear teeth the crown and transmits rotary movement from the starter motor to the crown, and a flywheel coupling to a crankshaft of an internal combustion engine, where the crown has a first pinion interface profile and a second steering wheel interface, with the crown a ratchet profile at the interface with the flywheel, and the flywheel comprises at least one reed, and mating with the ratchet profile of the crown, constituting a freewheel coupling.
Pelo menos uma palheta do volante engaja ao perfil catraca da coroa, quando a coroa gira em um primeiro sentido, e perde o contato com o perfil catraca, quando a coroa gira em um segundo sentido.  At least one flywheel blade engages the crown ratchet profile when the crown rotates in a first direction and loses contact with the ratchet profile when the crown rotates in a second direction.
A coroa possui dentes de engrenagem no seu perfil interno, acoplados aos dentes de engrenagem externos do pinhão, e um perfil externo de acoplamento em roda livre com o volante. The crown has gear teeth on its inner profile, coupled to the pinion outer gear teeth, and an outer freewheel coupling profile with the flywheel.
Alternativamente, a coroa possui dentes de engrenagem no seu perfil externo, acoplados aos dentes de engrenagem externos do pinhão, e um perfil interno de acoplamento em roda livre com o volante. Alternatively, the crown has gear teeth on its outer profile, coupled to the pinion outer gear teeth, and an inner freewheel coupling profile with the flywheel.
O sistema compreende meios de mola acoplados entre a extremidade livre da palheta e o volante. O volante compreende ainda pelo menos um aloja- mento dotado de uma cavidade para alojamento de cada palheta na posição retraída. O alojamento pode consistir em um elemento de alojamento separado acoplado entre o corpo do volante e a palheta, sendo que os meios de mola são acoplados entre a extremidade livre da palheta e o elemento de alojamento. O volante possui adicionalmente pelo menos um meio de mola com primeira extremidade fixada ao volante e segunda extremidade fixada ao elemento de alojamento, o pelo menos um meio de mola sendo disposto em direção essencialmente tangencial ao volante. Alternativamente, o sistema compreende um primeiro meio de mola e um segundo meio de mola, sendo que o segundo meio de mola possui uma extremidade fixa ao ele- mento de alojamento em um lado oposto ao primeiro meio de mola. Os meios de mola compreendem pelo menos um dentre molas helicoidais, molas de flexão, amortecedores de borracha, amortecedores poliméricos, e conjunto mola-amortecedor.  The system comprises spring means coupled between the free end of the vane and the flywheel. The steering wheel further comprises at least one housing provided with a cavity for housing each reed in the retracted position. The housing may consist of a separate housing element coupled between the steering wheel body and the vane, the spring means being coupled between the free end of the vane and the housing element. The flywheel additionally has at least one spring means with first end attached to the flywheel and second end attached to the housing member, the at least one spring means being arranged substantially tangentially to the flywheel. Alternatively, the system comprises a first spring means and a second spring means, the second spring means having an end fixed to the housing element on a side opposite the first spring means. The spring means comprise at least one of coil springs, bending springs, rubber dampers, polymeric dampers, and spring-damper assembly.
O pinhão possui um furo que pode ter um perfil estriado acoplável a um eixo estriado, sendo que o sistema impulsor compreende ainda um elemento de fixação que fixa o pinhão ao eixo estriado. Alternativamente, o pinhão compreende um furo com um rasgo de chaveta para acoplamento ao eixo do motor de partida. O acoplamento entre o pinhão e o eixo do motor pode ser feito também por interferência, por meio de estrias, por um anel de fixação ou outro meio qualquer que permita a transmissão de torque do eixo para o pinhão, ou ainda o pinhão e o eixo podem ser formados como uma peça única. The pinion has a hole which may have a splined profile couplable to a splined shaft, the pusher system further comprising a fastener securing the pinion to the splined shaft. Alternatively, the pinion comprises a hole with a keyway for coupling to the shaft of the Start engine. The coupling between the pinion and the motor shaft can also be done by interference, through splines, by a fixing ring or any other means that allows torque transmission from the shaft to the pinion, or the pinion and the shaft. can be formed as one piece.
Descrição Resumida dos Desenhos  Brief Description of the Drawings
A presente invenção será, a seguir, mais detalhadamente descrita com base em um exemplo de execução representado nos desenhos. As figuras mostram:  The present invention will hereinafter be described in more detail based on an exemplary embodiment shown in the drawings. The figures show:
Figura 1 - é uma vista explodida mostrando separadamente os componentes de uma primeira modalidade do sistema de acoplamento dinâmico, obje- to da presente invenção. Figure 1 is an exploded view showing separately the components of a first embodiment of the dynamic coupling system object of the present invention.
Figura 2 - é uma vista esquemática do sistema de acoplamento dinâmico da figura 1 , mostrando seus principais elementos acoplados entre si .  Figure 2 is a schematic view of the dynamic coupling system of Figure 1 showing its main coupled elements.
Figura 3 - é uma vista frontal de um detalhe de uma segunda modalidade do sistema impulsor de partida, objeto da presente invenção com subsistema de amortecimento e peças adicionais do sistema de roda-livre. Figure 3 is a front view of a detail of a second embodiment of the starter system, object of the present invention with damping subsystem and additional freewheel system parts.
Figura 4 - é uma vista frontal de um detalhe de uma terceira modalidade do sistema de acoplamento dinâmico, objeto da presente invenção, também com sub-sistema de amortecimento e peças adicionais do sistema de roda- livre. Figure 4 is a front view of a detail of a third embodiment of the dynamic coupling system, object of the present invention, also with damping subsystem and additional parts of the freewheel system.
Figura 5 - é uma vista explodida mostrando separadamente os componentes de uma modalidade alternativa do sistema de acoplamento dinâmico, objeto da presente invenção.  Figure 5 is an exploded view showing separately the components of an alternative embodiment of the dynamic coupling system object of the present invention.
Figura 6 - é uma vista esquemática do sistema de acoplamento dinâmico da figura 5, mostrando seus principais elementos acoplados entre si. Figure 6 is a schematic view of the dynamic coupling system of Figure 5 showing its main coupled elements.
Figura 7 - é uma vista frontal de um detalhe da modalidade alternativa do sistema impulsor de partida, objeto da presente invenção com sub-sistema de amortecimento dotado de duas molas e peças adicionais do sistema de roda-livre. Figure 7 is a front view of a detail of the alternative embodiment of the starter impeller system, object of the present invention with damping sub-system provided with two springs and additional parts of the freewheel system.
Figura 8 - é uma vista frontal de um detalhe da modalidade alternativa do sistema de acoplamento dinâmico, objeto da presente invenção, também com sub-sistema de amortecimento dotado de três molas e peças adicionais do sistema de roda-livre. Figure 8 is a front view of a detail of the alternative embodiment of the dynamic coupling system object of the present invention. with three-spring damping sub-system and additional freewheel system parts.
Descrição Detalhada das Figuras Detailed Description of the Figures
Na figura 1 é representada uma modalidade do sistema de acoplamento di- nâmico, objeto da presente invenção que, no desempenho de sua função, faz o acoplamento dinâmico entre o motor de partida 10 e o eixo virabrequim 60 do motor a combustão interna. Na figura 1 , o sistema é mostrado de forma explodida, ilustrando separadamente cada um dos seus componentes, na sequencia em que se acoplam entre si. O sistema de acoplamento dinâ- mico possui uma construção bastante simples, compreendendo essencialmente um pinhão 20, uma coroa 40 e um volante 50. A coroa e o volante são acoplados entre si, formando um sistema de roda livre.  Figure 1 illustrates one embodiment of the dynamic coupling system, object of the present invention which, in performing its function, dynamically couples the starter motor 10 to the crankshaft shaft 60 of the internal combustion engine. In figure 1, the system is shown in exploded form, separately illustrating each of its components, in the sequence in which they are coupled to each other. The dynamic coupling system has a very simple construction, comprising essentially a pinion 20, a crown 40 and a flywheel 50. The crown and the flywheel are coupled together to form a freewheel system.
O pinhão 20 é acoplado ao eixo de saída 11 de um motor de partida 10 e a uma coroa 40. O pinhão possui dentes de engrenagem externos 12 que fa- zem a interface de acoplamento com a coroa 40, transmitindo, assim, o movimento rotativo do motor de partida para a coroa. The pinion 20 is coupled to the output shaft 11 of a starter motor 10 and to a ring 40. The pinion has external gear teeth 12 which make the coupling interface with the ring 40, thus transmitting rotational motion. from starter to crown.
Em uma modalidade da invenção mostrada na figura , o acoplamento entre o eixo do motor de partida 10 e o pinhão 20 é feito por estrias de dentes re- tos. O pinhão 20 possui um furo com estrias internas de dentes retos 13, enquanto o motor de partida dispõe de um eixo estriado 1 por onde transfere torque ao sistema. Na concretização mostrada na figura 1 , um elemento de fixação 30 na forma de um parafuso é provido para posicionar e fixar o pinhão 20 no eixo 11. Alternativamente, e conforme mostrado na modalidade da invenção ilustrada na figura 5, o acoplamento entre o eixo e o pinhão dispensa o uso de elemento de fixação para fixação entre o pinhão 20 e o eixo 11. 0 acoplamento pode ser feito por outro tipo de pino de fixação, por interferência, por estrias de qualquer outro perfil, por meio de chaveta ou ainda por anel de fixação, não estão representadas nas figuras essas concretizações alternativas, ou ainda por qualquer tipo de acoplamento que permita a transmissão de torque do eixo para o pinhão. Alternativamente, o pinhão 20 e o eixo 11 podem ser fabricados como uma peça única, simplifi- cando a construção interna e a montagem do sistema de acordo com a invenção e reduzindo seu número de peças. In one embodiment of the invention shown in the figure, the coupling between the starter shaft 10 and the pinion 20 is made by straight tooth splines. The pinion 20 has a hole with spur internal splines 13, while the starter motor has a splined shaft 1 through which it transfers torque to the system. In the embodiment shown in Fig. 1, a fastener 30 in the form of a screw is provided for positioning and securing pinion 20 to shaft 11. Alternatively, and as shown in the embodiment of the invention illustrated in Fig. 5, the coupling between the shaft and the pinion does not require the use of a fixing element between the pinion 20 and the shaft 11. The coupling can be made by another type of fixing pin, by interference, by grooves of any other profile, by means of a key or by clamping ring, these alternate embodiments are not shown in the figures, or any type of coupling that allows torque transmission from the shaft to the pinion. Alternatively, pinion 20 and shaft 11 can be manufactured as one piece, simplified by the internal construction and assembly of the system according to the invention and reducing its number of parts.
O volante 50 é acoplável a um virabrequim 60 de um motor à combustão interna, o qual será impulsionado pelo motor de partida por meio do sistema de acoplamento dinâmico da presente invenção.  The flywheel 50 is couplable to a crankshaft 60 of an internal combustion engine which will be driven by the starter via the dynamic coupling system of the present invention.
O acoplamento entre o pinhão 20 e o volante 50 é feito por meio da coroa 40, a fim de permitir a transmissão do torque do motor de partida para o volante, e consequentemente, para o motor a combustão. Mais especificamente, a coroa 40 possui um primeiro perfil de interface com o pinhão 20, e um segundo perfil de interface com volante 50, o qual faz um acoplamento de roda-livre entre a coroa e o volante, constituindo um sistema de roda-livre. Esse acoplamento em roda-livre entre o volante e a coroa é importante, pois ele garante que, quando o volante passa a girar a uma velocidade superior a um limite predeterminado, ocorre o desacoplamento mecânico entre a coroa e o volante, o que causa também o desacoplamento entre o motor de partida e o motor a combustão. Assim, não há necessidade de se mover a coroa em direção ao volante 50 para acoplar essas duas peças, e nem de afastar a coroa do volante, para desacoplá-las, pois o acoplamento e o desacoplamento são efetuados de forma dinâmica pelo sistema de roda livre.  The coupling between the pinion 20 and the flywheel 50 is made by means of the crown 40 to allow the transmission of torque from the starter motor to the flywheel, and consequently to the combustion engine. More specifically, the crown 40 has a first pinion interface profile 20, and a second flywheel interface profile 50, which makes a freewheel coupling between the crown and the flywheel, constituting a freewheel system. . This freewheel coupling between the flywheel and the crown is important as it ensures that when the flywheel rotates at a speed greater than a predetermined limit, mechanical decoupling occurs between the crown and the flywheel, which also causes the decoupling between the starter motor and the combustion engine. Thus, there is no need to move the crown towards flywheel 50 to couple these two parts, nor to move the crown away from the flywheel to disengage them, as coupling and decoupling are performed dynamically by the wheel system. free.
Em uma modalidade preferida da invenção mostrada nas figuras 1 a 4, a coroa 40 possui dentes de engrenagem 14 no seu perfil interno, fazendo interface com o pinhão 20 que possui dentes de engrenagem 12 no seu perfil externo com formato compatível com os dentes internos da coroa. Uma característica importante de qualquer concretização da presente invenção é dispor o pinhão 20 permanentemente engrenado à coroa 40. In a preferred embodiment of the invention shown in FIGS. 1 to 4, crown 40 has gear teeth 14 in its internal profile, interfacing with pinion 20 having gear teeth 12 in its external profile in a shape compatible with the internal teeth of the gear. crown. An important feature of any embodiment of the present invention is to arrange the pinion 20 permanently engaged with the crown 40.
De acordo com a invenção, a interface entre a coroa 40 e o volante 50 é feita por uma conexão do tipo catraca que também efetua um acoplamento de roda livre. Na modalidade da invenção mostrada nas figuras 1 a 4, a coroa 40 possui um perfil catraca no seu perfil externo de interface.  According to the invention, the interface between the crown 40 and the flywheel 50 is made by a ratchet type connection which also makes a freewheel coupling. In the embodiment of the invention shown in Figures 1 to 4, the crown 40 has a ratchet profile in its outer interface profile.
Na modalidade alternativa da invenção mostrada nas figuras 5 a 8, a interface de acoplamento entre coroa e pinhão pode ser feita através do perfil externo da coroa 40, e neste caso, o perfil externo da coroa 40 possui dentes de engrenagem 14 fazendo interface com os dentes de engrenagem 12 no perfil externo do pinhão 20 que possuem formato compatível com os dentes externos da coroa. Consequentemente, o perfil interno da coroa 40 é acoplado ao volante por um sistema de roda livre. In the alternative embodiment of the invention shown in figures 5 to 8, the crown-pinion coupling interface may be made through the outer profile of the crown 40, in which case the outer profile of the crown 40 has teeth. 14 are interfaced with the gear teeth 12 in the outer profile of the pinion 20 which are compatible with the outer teeth of the crown. Accordingly, the inner profile of the crown 40 is coupled to the steering wheel by a freewheel system.
Como pode ser melhor visto na figura 6 que ilustra o sistema impulsor em seção transversal, nesse caso, a coroa 40 apresenta um perfil em forma de C, com uma borda de extremidade externa e uma borda de extremidade interna se projetando a partir do seu corpo. A borda de extremidade interna possui uma face externa definindo um furo central da coroa e uma face in- terna voltada para o corpo da coroa. Os dentes de engrenagem 14 para interface com o pinhão 20 ficam localizados na face externa da borda de extremidade externa, enquanto o perfil catraca 16 para acoplamento em roda livre com o volante fica disposto na face interna da borda de extremidade interna. As can best be seen from Fig. 6 illustrating the cross-sectional impeller system, in this case the crown 40 has a C-shaped profile with an outer end edge and an inner end edge protruding from its body. . The inner end edge has an outer face defining a central crown bore and an inner face facing the crown body. Gear teeth 14 for interfacing with pinion 20 are located on the outer face of the outer end edge, while the ratchet profile 16 for freewheel coupling with the flywheel is disposed on the inner face of the inner end edge.
Alternativamente, o volante também pode ser acoplado a uma das faces laterais da coroa. Alternatively, the handwheel may also be coupled to one of the side faces of the crown.
Nas modalidades da invenção mostradas nas figuras 1 a 8, o volante possui uma palheta 21 acoplada ao seu perfil interno, que engaja ao perfil catraca 16 da coroa, quando a coroa gira em um primeiro sentido, e perde o contato com o perfil catraca 16, quando a coroa 40 gira em um segundo sentido. Essa palheta possui uma extremidade fixada de forma basculante ao perfil interno do volante, e uma extremidade livre para engajar no perfil catraca da coroa 40. Em modalidades alternativas da invenção, o volante pode ser dotado de mais de uma palheta no seu perfil interno, para acoplamento com o perfil catraca da coroa 40.  In the embodiments of the invention shown in Figures 1 to 8, the flywheel has a vane 21 coupled to its inner profile that engages the ratchet profile 16 of the crown when the crown rotates in a first direction and loses contact with the ratchet profile 16. when the crown 40 rotates in a second direction. This reed has a tiltable end fixed to the inner profile of the flywheel and a free end to engage the ratchet profile 40. In alternative embodiments of the invention, the flywheel may be provided with more than one vane in its inner profile to coupling with crown ratchet profile 40.
O volante pode ser ainda dotado de um alojamento para cada uma de suas palhetas. Esse alojamento pode ser constituído como uma cavidade formada no próprio corpo do volante, ou pode ser formado como um elemento separado 23, acoplado entre o corpo do volante 50 e a palheta 21. Esse ele- mento de alojamento 23 é também dotado de uma cavidade para alojamento da palheta na posição retraída, como será melhor descrito posteriormente com relação à figura 3. Essa interface entre o perfil catraca 16 da coroa 40 e a palheta 21 do volante 50 faz com que haja transferência de torque entre a coroa 40 e o volante 50, e impede que haja transferência de torque no sentido inverso, do volante 50 à coroa 40, caracterizando esse dispositivo como um mecanismo de em- breagem unidirecional. The steering wheel may also be provided with a housing for each of its vanes. Such housing may be constituted as a cavity formed in the steering wheel body itself, or may be formed as a separate element 23 coupled between the steering wheel body 50 and vane 21. This housing element 23 is also provided with a cavity. for housing the reed in the retracted position, as will be further described later with respect to FIG. This interface between ratchet profile 16 of crown 40 and vane 21 of handwheel 50 causes torque to transfer between crown 40 and handwheel 50, and prevents reverse torque transfer from handwheel 50 to crown 40 , characterizing this device as a unidirectional wrapping mechanism.
Além disso, quando a coroa passa a girar a uma velocidade superior a um valor de limiar, a palheta 21 do volante se desacopla do perfil catraca 16 da coroa 40, caracterizando um mecanismo de roda-livre.  In addition, when the crown rotates at a speed greater than a threshold value, the flywheel blade 21 decouples from the ratchet profile 16 of the crown 40, featuring a freewheel mechanism.
Na modalidade da invenção mostrada na figura 1 , a coroa 40 e o volante 50 podem possuir uma segunda interface mútua, que ocorre entre um elemento de mancalização 17 central da coroa e a superfície de mancalização 19 na região central do volante. Essa interface permite que a coroa 40 e o volante 50 girem livremente entre si. Nas modalidades da invenção mostradas nas figuras 1 e 5, a coroa 40 possui um elemento de mancalização 17 que fica acoplado na região da borda de um furo central da coroa. Porém, essa segunda interface também pode ser formada diretamente entre o furo central da coroa e a região central do volante. In the embodiment of the invention shown in Fig. 1, the crown 40 and the flywheel 50 may have a second mutual interface, which occurs between a central bearing member 17 of the crown and the bearing surface 19 in the central region of the flywheel. This interface allows the crown 40 and the flywheel 50 to rotate freely with each other. In the embodiments of the invention shown in FIGS. 1 and 5, the crown 40 has a bearing element 17 which is coupled to the edge region of a central crown bore. However, this second interface can also be formed directly between the center hole of the crown and the center region of the flywheel.
As figuras 2 e 6 são vistas esquemáticas que mostram os elementos do sistema da presente invenção em sua posição funcional montada, onde se no- ta que o sistema impulsor de partida dispõe de uma geometria compacta, podendo ser montado diretamente em motores de combustão interna convencionais sem necessidade de maiores modificações.  Figures 2 and 6 are schematic views showing the elements of the system of the present invention in their assembled functional position, where it is noted that the starter impeller system has a compact geometry and can be mounted directly on conventional internal combustion engines. no need for further modifications.
É uma característica particular da presente invenção promover acoplamento permanente entre o motor de partida 10 e o motor a combustão interna, sem que qualquer outro elemento, exceto o volante, continue solidário ao vira- brequim 60 do motor de combustão interna após sua partida. Isso reduz enormemente o desgaste das peças desse sistema em relação qualquer outro sistema de acoplamento permanente pertencente ao estado da técnica, sem, contudo, necessitar de maiores preocupações de lubrificação e sela- mento do sistema, se mostrando assim uma importante vantagem da presente invenção. Na figura 3 são representados em detalhe a fixação do volante 50 ao vira- brequim 60 do motor a combustão, a interface entre o pinhão 20 e a coroa 40, a interface entre a coroa 40 e o volante 50 e um sub-sistema de amortecimento da palheta de acordo com a modalidade da invenção mostrada na figura 1. A figura 7 mostra os detalhes da fixação equivalente entre os elementos do sistema impulsor da modalidade mostrada na figura 5. It is a particular feature of the present invention to provide permanent coupling between the starter motor 10 and the internal combustion engine, without any other element except the flywheel continuing to be integral with the internal combustion engine crankshaft 60 after starting. This greatly reduces the wear of parts of this system over any other prior art permanent coupling system without, however, requiring further system lubrication and sealing concerns, thus proving to be an important advantage of the present invention. Figure 3 shows in detail the attachment of the flywheel 50 to the combustion engine crankshaft 60, the interface between the pinion 20 and the crown 40, the interface between the crown 40 and the flywheel 50 and a damping subsystem. of the blade according to the embodiment of the invention shown in Figure 1. Figure 7 shows the details of the equivalent attachment between the elements of the pusher system of the embodiment shown in Figure 5.
Nas modalidades das figuras 1 e 5, a união do volante 50 ao virabrequim 60 pode ser feita através de junta aparafusada, e, para prover essa junta, o volante dispõe de uma pluralidade de furos 18. In the embodiments of FIGS. 1 and 5, the flywheel 50 may be joined to the crankshaft 60 by means of a bolted joint, and to provide this joint, the flywheel has a plurality of holes 18.
A interface entre o pinhão 20 e a coroa 40, como exemplificada na descrição detalhada das figuras 1 e 2, apresenta configuração robusta e compacta, de modo que o pinhão fica alocado no interior da coroa, e permanentemente acoplado a ela. The interface between the pinion 20 and the crown 40, as exemplified in the detailed description of figures 1 and 2, has a robust and compact configuration, so that the pinion is located inside and permanently coupled to it.
O fato da coroa 40 apresentar, ao mesmo tempo, uma interface de acopla- mento com dentes de engrenagem 14 e uma interface de acoplamento com perfil estriado 16 (catraca) permite que um mesmo elemento realize a transmissão diretamente do motor de partida 10 para o eixo virabrequim 60 do motor à combustão interna, se mostrando uma vantagem do sistema de acoplamento dinâmico da presente invenção.  The fact that the crown 40 has both a gear-toothed coupling interface 14 and a splined profile coupling interface 16 (ratchet) allows the same element to drive directly from the starter 10 to the gear unit. crankshaft shaft 60 of the internal combustion engine, showing an advantage of the dynamic coupling system of the present invention.
Como pode ser visto nas figuras 3 e 4 e nas figuras 7 e 8, o volante possui meios de mola 25 acoplados entre a extremidade livre da palheta 21 e o volante 50. Normalmente, esses meios de mola 25 ficam dispostos substancialmente na direção radial em relação ao volante 50, e auxiliam no acoplamento entre o volante e a coroa que forma o sistema de roda-livre. Esses meios de mola 25 são destinados a forçar a palheta a assumir uma posição engajada ao perfil catraca 16, e são projetados para deformar, quando do início do funcionamento do motor à combustão interna e desacoplamento do motor de partida, devido à força inercial centrífuga exercida pela palheta 21. Preferivelmente, os meios de mola 25 possuem uma primeira extremidade fixada à extremidade livre da palheta 21 , e uma segunda extremidade fixada ao volante, ou a um elemento de alojamento 23 disposto entre a palheta e o perfil do volante. Quando os meios de mola 25 estão em sua posição de- formada, a palheta 21 fica alojada dentro do alojamento, deixando de fazer contato com o perfil catraca 16. As can be seen from FIGS. 3 and 4 and FIGS. 7 and 8, the handwheel has spring means 25 coupled between the free end of the vane 21 and the handwheel 50. Typically, such spring means 25 are arranged substantially radially in direction. relative to the flywheel 50, and assist in the coupling between the flywheel and the crown that forms the freewheel system. These spring means 25 are designed to force the vane into a position engaged with the ratchet profile 16, and are designed to deform when starting the engine to internal combustion and starter decoupling due to the centrifugal inertial force exerted. preferably spring means 25 has a first end attached to the free end of the vane 21, and a second end attached to the flywheel, or to a housing element 23 disposed between the vane and the flywheel profile. When the spring means 25 are in their desired position formed, the reed 21 is housed within the housing, no longer making contact with the ratchet profile 16.
Esses meios de mola 25 podem ser constituídos como uma mola helicoidal, mola de flexão, amortecedores de borracha, amortecedores poliméricos, um conjunto mola-amortecedor, entre outros. A mola pode ser constituída de aço, plástico, ou qualquer outro material ou formato adequados para que ela exerça as funções anteriormente descritas.  Such spring means 25 may be constituted as a coil spring, bending spring, rubber dampers, polymeric dampers, a spring-damper assembly, among others. The spring may be made of steel, plastic, or any other suitable material or shape to perform the functions described above.
Na modalidade da invenção mostrada nas figuras 3 e 7, o volante possui ainda um sub-sistema de amortecimento da palheta que atua de/modo a re- duzir os esforços sofridos pela palheta ao engajar o perfil catraca 16 da coroa 40, ficando alocado em direção essencialmente tangencial ao volante 50, em seu perfil interno.  In the embodiment of the invention shown in FIGS. 3 and 7, the flywheel further has a vane damping subsystem which acts to reduce the forces suffered by the vane when engaging the ratchet profile 16 of the crown 40 and is allocated in essentially tangential direction to the steering wheel 50 in its internal profile.
O sub-sistema de amortecimento compreende um elemento de alojamento 23 da palheta constituído como uma peça separada, dotado de uma cavida- de destinada a alojar completamente a palheta 21 , quando ela está na posição contraída em direção ao perfil interno do volante 50. Desse modo, a extremidade fixa da palheta fica disposta no interior da cavidade, enquanto a sua extremidade livre, quando no estado não comprimido, pende para fora da cavidade, e quando no estado comprimido, se aloja no interior da cavida- de, deixando de fazer contato com o perfil catraca 16.  The damping sub-system comprises a vane housing element 23 constituted as a separate piece, provided with a cavity to completely house the vane 21 when it is in the contracted position towards the inner profile of the steering wheel 50. From that Thus, the fixed end of the reed is disposed within the cavity, while its free end, when in the uncompressed state, hangs out of the cavity, and when in the compressed state, lodges within the cavity, no longer making contact with ratchet profile 16.
O sub-sistema de amortecimento possui ainda primeiros meios de mola 22 destinados a reduzir os esforços compressivos sobre a palheta 21 quando do início do funcionamento do motor de partida. Os primeiros meios de mola 22 possuem, portanto, uma primeira extremidade fixada ao perfil interno do volante 50 e uma segunda extremidade fixada à face externa do elemento de alojamento 23, ficando disposta em direção essencialmente tangencial ao volante 50. Na modalidade mostrada nas figuras 3 e 7, os primeiros meios de mola 22 são concretizados na forma de duas molas conectadas em série. Essas duas molas podem ter valores de rigidez diferentes para um melhor ajuste do comportamento do sistema impulsor para cada aplicação. Nas figuras 4 e 8 é apresentada uma segunda concretização do sub-sistema de amortecimento, o qual possui segundos meios de mola 24 que atuam em conjunto com os primeiros meios de mola 22, reduzindo os esforços compressivos sobre a palheta 21 quando do início do funcionamento do motor de partida, e servindo também para prevenir o contragolpe do motor de combustão no momento que o mesmo é desligado, quando o volante tende a realizar pequenas oscilações de rotação no sentido de giro normal e contrário, gerando impacto no diodo e, consequentemente, ruído e vibrações indesejadas. O contragolpe pode ser, portanto, prejudicial para o motor elé- trico do sistema de partida. Assim, uma primeira extremidade dos segundos meios de mola 24 é fixada à face externa do elemento de alojamento 25, em um lado oposto aos primeiros meios de mola 22, enquanto a segunda extremidade dos segundos meios de mola 24 é fixada ao perfil interno do volante 50, de tal forma que esses segundos meios de mola 24 ficam dispostos em direção essencialmente tangencial ao volante 50. O sub-sistema de amortecimento pode compreender ainda outras molas adicionais que auxili- em no amortecimento dos impactos e trepidações geradas durante o funcionamento do motor. The damping subsystem further has first spring means 22 designed to reduce the compressive forces on the vane 21 when starting the starter motor. The first spring means 22 therefore has a first end attached to the inner profile of the handwheel 50 and a second end attached to the outer face of the housing element 23, disposed essentially tangentially to the handwheel 50. In the embodiment shown in FIGS. 3 and 7, the first spring means 22 are embodied in the form of two springs connected in series. These two springs may have different stiffness values for better adjustment of the impeller system behavior for each application. Figures 4 and 8 show a second embodiment of the damping subsystem having second spring means 24 acting on together with the first spring means 22, reducing the compressive forces on the vane 21 when starting the starter motor, and also serving to prevent the combustion engine backlash at the moment it is turned off, when the flywheel tends to to perform small oscillations of rotation in the normal and opposite direction of rotation, generating impact on the diode and, consequently, noise and unwanted vibrations. The backlash can therefore be detrimental to the electric motor of the starter system. Thus, a first end of the second spring means 24 is fixed to the outer face of the housing member 25, on a side opposite to the first spring means 22, while the second end of the second spring means 24 is fixed to the inner profile of the steering wheel. 50, such that these second spring means 24 are arranged essentially tangentially to the flywheel 50. The damping subsystem may further comprise additional springs which assist in dampening the impacts and rattling generated during engine operation. .
Os meios de mola 22, 24 podem ser constituídos como uma mola helicoidal, mola de flexão, amortecedores de borracha, amortecedores poliméricos, um conjunto mola-amortecedor, entre outros. A mola pode ser constituída de aço, plástico, ou qualquer outro material ou formato adequados para que ela exerça as funções anteriormente descritas.  Spring means 22, 24 may be constituted as a coil spring, bending spring, rubber dampers, polymeric dampers, a spring-damper assembly, among others. The spring may be made of steel, plastic, or any other suitable material or shape to perform the functions described above.
O sistema de acoplamento dinâmico de acordo com a invenção possui uma construção bastante simples, compacta e de baixo custo, utilizando poucas peças e ocupando espaço bastante reduzido, que realiza um acoplamento permanente e dinâmico entre o motor de partida e o motor a combustão. The dynamic coupling system according to the invention has a very simple, compact and low cost construction, using few parts and occupying a very small space, which makes a permanent and dynamic coupling between the starter motor and the combustion engine.
Outra vantagem desse sistema de acoplamento é a dispensa de lubrificação e selagem complexa, em virtude de seus componentes sofrerem um menor desgaste. Além disso, o sistema da presente invenção é puramente mecânico, dispensando componentes eletrônicos para instrumentação e controle de seu funcionamento. Another advantage of this coupling system is that it does not require complex lubrication and sealing because its components suffer less wear. Moreover, the system of the present invention is purely mechanical, dispensing electronic components for instrumentation and control of its operation.

Claims

REIVINDICAÇÕES
1. Sistema de acoplamento dinâmico entre um motor de partida (10) e um motor à combustão, compreendendo:  1. A dynamic coupling system between a starter motor (10) and a combustion engine comprising:
um pinhão (20) acoplável a um eixo de um motor de partida e a uma coroa (40), sendo que o pinhão possui dentes de engrenagem externos (12) de interface com a coroa e transmite movimento rotativo do motor de partida para a coroa, e a pinion (20) couplable to a starter shaft and a crown (40), the pinion having external gear teeth (12) interfacing with the crown and transmits rotary motion from the starter to the crown , and
um volante (50) acoplável a um virabrequim (60) de um motor à combustão interna, a flywheel (50) coupling to a crankshaft (60) of an internal combustion engine,
caracterizado pelo fato de que characterized by the fact that
a coroa (40) possui um primeiro perfil de interface com o pinhão, e um segundo perfil de interface com volante, sendo que a coroa (40) possui um perfil catraca (16) na interface com o volante, e o volante (50) compreende pelo menos uma palheta (21) que se acopla com o perfil catraca (16) da co- roa, constituindo um acoplamento de roda livre. the crown (40) has a first pinion interface profile and a second flywheel interface profile, the crown (40) having a ratchet profile (16) at the steering wheel interface, and the flywheel (50) it comprises at least one vane (21) that mates with the ratchet profile (16) of the crown, constituting a freewheel coupling.
2. Sistema de acoplamento dinâmico do sistema de partida, de acordo com a reivindicação 1 , caracterizado pelo fato que a coroa possui:  Dynamic coupling system of the starter system according to claim 1, characterized in that the crown has:
dentes de engrenagem (14) no seu perfil interno, acoplados aos dentes de engrenagem externos do pinhão, e um perfil externo (16) de acoplamento em roda livre com o volante (50). gear teeth (14) in their internal profile coupled to the pinion gear teeth and an external freewheel coupling profile (16) with the flywheel (50).
3. Sistema de acoplamento dinâmico do sistema de partida, de acordo com a reivindicação 1 , caracterizado pelo fato que a coroa possui  Dynamic start system coupling system according to Claim 1, characterized in that the crown has
dentes de engrenagem (14) no seu perfil externo, acoplados aos dentes de engrenagem externos do pinhão, e gear teeth (14) in their outer profile, coupled to the pinion outer gear teeth, and
um perfil interno (16) de acoplamento em roda livre com o volante (50). an inner profile (16) of freewheel coupling with the flywheel (50).
4. Sistema de acoplamento dinâmico do sistema de partida, de acordo com uma das reivindicações 1 a 3, caracterizado pelo fato que a pelo menos uma palheta do volante engaja ao perfil catraca (16) da coroa, quando a coroa gira em um primeiro sentido, e perde o contato com o perfil catraca (16), quando a coroa (40) gira em um segundo sentido.  Dynamic coupling system of the starter system according to one of Claims 1 to 3, characterized in that the at least one flywheel blade engages the ratchet profile (16) when the crown rotates in a first direction. , and loses contact with the ratchet profile (16) when the crown (40) rotates in a second direction.
5. Sistema de acoplamento dinâmico do sistema de partida, de acordo com qualquer uma das reivindicações 1 a 4, caracterizado pelo fato de compre- ender meios de mola (25) acoplados entre a extremidade livre da palheta (21) e o volante (50). Dynamic coupling system of the starter system according to any one of Claims 1 to 4, characterized in that it comprises insert spring means (25) coupled between the free end of the vane (21) and the flywheel (50).
6. Sistema de acoplamento dinâmico do sistema de partida, de acordo com qualquer uma das reivindicações 1 a 5, caracterizado pelo fato de que o vo- lante (50) compreende pelo menos um alojamento dotado de uma cavidade para alojamento de cada palheta na posição retraída.  Dynamic coupling system of the starter system according to any one of Claims 1 to 5, characterized in that the flywheel (50) comprises at least one housing provided with a recess housing for each reed in position. retracted.
7. Sistema de acoplamento dinâmico do sistema de partida, de acordo com a reivindicação 6, caracterizado pelo fato de que o alojamento consiste em um elemento de alojamento separado (23) acoplado entre o corpo do volan- te (50) e a palheta (21), sendo que os meios de mola (25) são acoplados entre a extremidade livre da palheta (21) e o elemento de alojamento (23). Dynamic coupling system of the starter system according to claim 6, characterized in that the housing consists of a separate housing element (23) coupled between the steering wheel body (50) and the vane ( 21), the spring means (25) being coupled between the free end of the vane (21) and the housing element (23).
8. Sistema de acoplamento dinâmico do sistema de partida, de acordo com a reivindicação 7, caracterizado pelo fato que o volante possui adicionalmente pelo menos um meio de mola (22, 24) com primeira extremidade fixada ao volante (50) e segunda extremidade fixada ao elemento de alojamento (23), o pelo menos um meio de mola (22, 24) sendo disposto em direção essencialmente tangencial ao volante (50). Dynamic coupling system of the starter system according to claim 7, characterized in that the handwheel additionally has at least one spring means (22, 24) with first end attached to the handwheel (50) and second end attached to it. to the housing element (23), the at least one spring means (22, 24) being arranged essentially tangentially to the steering wheel (50).
9. Sistema impulsor, de acordo com uma das reivindicações 1 a 8, caracterizado pelo fato de que o acoplamento entre o eixo (11) e o pinhão (20) com- preende pelo menos um dentre: um furo (12) de perfil estriado no pinhão (20) acoplável ao eixo estriado (11), um rasgo de chaveta em um furo (12) do pinhão (20) acoplável ao eixo (11), um elemento de fixação (30) fixando o pinhão (20) ao eixo (11) e um acoplamento por interferência.  Impeller system according to one of Claims 1 to 8, characterized in that the coupling between the shaft (11) and the pinion (20) comprises at least one of: a grooved profile hole (12). in the pinion (20) coupled to the splined shaft (11), a keyway in a hole (12) of the pinion (20) coupling to the shaft (11), a fastener (30) securing the pinion (20) to the shaft (11) and an interference coupling.
10. Sistema impulsor, de acordo com uma das reivindicações 1 a 8, caracte- rizado pelo fato que o pinhão (20) e o eixo (11) são formados como uma peça única. .  Pusher system according to one of Claims 1 to 8, characterized in that the pinion (20) and the shaft (11) are formed as one piece. .
11. Sistema impulsor, de acordo com a reivindicação 8, caracterizado pelo fato de compreender um primeiro meio de mola (22) e um segundo meio de mola (24), sendo que o segundo meio de mola (24) possui uma extremidade fixa ao elemento de alojamento (23) em um lado oposto ao primeiro meio de mola (22). Impeller system according to Claim 8, characterized in that it comprises a first spring means (22) and a second spring means (24), the second spring means (24) having an end fixed to the housing element (23) on a side opposite the first spring means (22).
12. Sistema impulsor, de acordo com uma das reivindicações 5 a 11 , caracterizado pelo fato de que os meios de mola compreendem pelo menos um dentre molas helicoidais, molas de flexão, amortecedores de borracha, amortecedores poliméricos, e conjunto mola-amortecedor. Impeller system according to one of Claims 5 to 11, characterized in that the spring means comprise at least one of coil springs, bending springs, rubber dampers, polymeric dampers, and spring-damper assembly.
PCT/BR2013/000507 2012-11-26 2013-11-25 Coupling system between a starting motor and an internal combustion engine WO2014078925A1 (en)

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