WO2014078925A1 - Système d'accouplement entre un moteur de démarrage et un moteur à combustion interne - Google Patents

Système d'accouplement entre un moteur de démarrage et un moteur à combustion interne 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
Authority
WO
WIPO (PCT)
Prior art keywords
crown
flywheel
pinion
profile
coupling
Prior art date
Application number
PCT/BR2013/000507
Other languages
English (en)
Portuguese (pt)
Inventor
Alvaro CANTO MICHELOTTI
Original Assignee
Zen S/A Indústria Metalúrgica
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 Zen S/A Indústria Metalúrgica filed Critical Zen S/A Indústria Metalúrgica
Publication of WO2014078925A1 publication Critical patent/WO2014078925A1/fr

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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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Gear Transmission (AREA)

Abstract

La présente invention concerne un système d'accouplement dynamique entre un moteur de démarrage (10) et un moteur à combustion, comprenant un pignon (20) accouplable à l'axe d'un moteur de démarrage et à une couronne (40), le pignon possédant des dents d'engrenage externes (12) faisant interface avec la couronne et transmettant le mouvement de rotation du moteur de démarrage à la couronne, ainsi qu'un volant (50) accouplable à un vilebrequin (60) d'un moteur à combustion interne, la couronne (40) possédant un premier profil d'interface avec le pignon, et un second profil d'interface avec le volant, la couronne (40) possédant un profil rochet (16) sur l'interface avec le volant, et le volant (50) comprenant au moins une pièce lamellaire (21), qui s'accouple avec le profil rochet (16) de la couronne, constituant un accouplement de roue libre.
PCT/BR2013/000507 2012-11-26 2013-11-25 Système d'accouplement entre un moteur de démarrage et un moteur à combustion interne WO2014078925A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BRBR1020120299798 2012-11-26
BR102012029979A BR102012029979B1 (pt) 2012-11-26 2012-11-26 sistema de acoplamento dinâmico entre um motor de partida e um motor à combustão

Publications (1)

Publication Number Publication Date
WO2014078925A1 true WO2014078925A1 (fr) 2014-05-30

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PCT/BR2013/000507 WO2014078925A1 (fr) 2012-11-26 2013-11-25 Système d'accouplement entre un moteur de démarrage et un moteur à combustion interne

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BR (1) BR102012029979B1 (fr)
WO (1) WO2014078925A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017533940A (ja) * 2014-11-17 2017-11-16 チャンジョウ・ファンユエン・ファーマシューティカル・カンパニー・リミテッド 新規シチジン誘導体二量体およびその応用

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060102138A1 (en) * 2004-11-08 2006-05-18 Ford Global Technologies, Llc Systems and methods for controlled shutdown and direct start for internal combustion engine
US20110162933A1 (en) * 2008-09-15 2011-07-07 Magna Powertrain Inc. Sealed one way roller clutch
JP2012082732A (ja) * 2010-10-08 2012-04-26 Aisin Seiki Co Ltd 内燃機関の始動装置
WO2012073309A1 (fr) * 2010-11-29 2012-06-07 トヨタ自動車 株式会社 Moteur à combustion interne et procédé d'assemblage de moteur à combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060102138A1 (en) * 2004-11-08 2006-05-18 Ford Global Technologies, Llc Systems and methods for controlled shutdown and direct start for internal combustion engine
US20110162933A1 (en) * 2008-09-15 2011-07-07 Magna Powertrain Inc. Sealed one way roller clutch
JP2012082732A (ja) * 2010-10-08 2012-04-26 Aisin Seiki Co Ltd 内燃機関の始動装置
WO2012073309A1 (fr) * 2010-11-29 2012-06-07 トヨタ自動車 株式会社 Moteur à combustion interne et procédé d'assemblage de moteur à combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017533940A (ja) * 2014-11-17 2017-11-16 チャンジョウ・ファンユエン・ファーマシューティカル・カンパニー・リミテッド 新規シチジン誘導体二量体およびその応用

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BR102012029979B1 (pt) 2017-05-02

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