WO2016037211A1 - Supercharger clutch - Google Patents
Supercharger clutch Download PDFInfo
- Publication number
- WO2016037211A1 WO2016037211A1 PCT/AU2014/050225 AU2014050225W WO2016037211A1 WO 2016037211 A1 WO2016037211 A1 WO 2016037211A1 AU 2014050225 W AU2014050225 W AU 2014050225W WO 2016037211 A1 WO2016037211 A1 WO 2016037211A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- engine
- supercharger
- piston
- oil pressure
- Prior art date
Links
- 239000010705 motor oil Substances 0.000 claims abstract description 23
- 239000003921 oil Substances 0.000 claims description 15
- 238000005065 mining Methods 0.000 claims description 10
- 238000006243 chemical reaction Methods 0.000 claims description 4
- 230000008878 coupling Effects 0.000 abstract description 5
- 238000010168 coupling process Methods 0.000 abstract description 5
- 238000005859 coupling reaction Methods 0.000 abstract description 5
- 230000035939 shock Effects 0.000 abstract description 3
- 229910000831 Steel Inorganic materials 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 229910000906 Bronze Inorganic materials 0.000 description 2
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 239000010974 bronze Substances 0.000 description 2
- KUNSUQLRTQLHQQ-UHFFFAOYSA-N copper tin Chemical compound [Cu].[Sn] KUNSUQLRTQLHQQ-UHFFFAOYSA-N 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 210000002445 nipple Anatomy 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 238000004513 sizing Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 230000032798 delamination Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000012208 gear oil Substances 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010200 validation analysis Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/12—Drives characterised by use of couplings or clutches therein
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/04—Mechanical drives; Variable-gear-ratio drives
Definitions
- the present invention generally relates to clinches and in particular to a clutch for coupling a supercharger to an engine.
- Superchargers are commonly used on diesel driven vehicles as a means for increasing the power possible from a given engine displacement. Superchargers pump air into the engine cylinders to increase the total amount of air available and thereby allow more fuel to be burned. They are mechanically connected to the crankshaft of the engine to provide the power necessary to operate.
- a supercharger is preferable to a turbocharger. however, for reasons including that there is no throttle lag.
- a supercharger can still be used but a direct drive system is preferred, instead of a belt drive, due to the exposure to contamination that significantly reduces the life of the belt drive.
- the present invention seeks to provide a clutch for connecting an engine to a supercharger, particularly but not exclusively for a diesel engine used in vehicles for underground mining applications.
- a clutch for releasably coupling an engine to a supercharger, the clutch having an engaged position wherein the engine and the supercharger are operatively coupled and a disengaged position wherein the engine and the supercharger are not coupled, wherein the clutch is actuated to the engaged position by an engine oil pressure.
- the clutch includes: a cylinder with a piston slidably seated therein, wherein movement of the piston actuates the clutch between the engaged and disengaged positions: a piston spring configured to bias the piston towards the disengaged position; a hydraulic circuit configured to actuate the piston to the engaged position; and at least one clutch pressure disk, one clutch reaction disk and one clutch friction assembly configured to engage one another when the clutch is in the engaged position; wherein the hydraulic circuit couples the engine oil pressure and the piston.
- the clutch is actuated electronically, instead of using engine oil pressure.
- the clutch is actuated to the engaged position after engine startup and to the disengaged position prior to or at engine shutdown.
- the supercharger and the engine are operatively connected to the clutch using gears.
- the hydraulic circuit includes a mechanically or hydraulically operated valve system that provides hysteresis between an engage oil pressure and a disengage oil pressure.
- ihe engage oil pressure is at or above about 170 kPa and the disengage oil pressure is at or below about 140 kPa.
- the clutch is in the engaged position when the oil pressure is at or above 200 kPa.
- the piston spring provides a force of between 400 N and 600 N. and preferably between 450 N and 550 N, and most preferably about 500 N.
- the clutch includes no electronic components.
- an engine for an underground mining vehicle including a supercharger with a clutch to engage the supercharger after engine startup.
- the clutch is substantially as herein described.
- a mining vehicle for use in an underground mine including an engine substantially as herein described.
- Figure 1 illustrates an exploded view of a supercharger gearbox including a clutch
- Figure 2 illustrates an exploded view from another angle of a supercharger gearbox including a clutch
- Figure 3 illustrates a substantially front view of a supercharger gearbox
- Figure 4 illustrates a rear view of a supercharger gearbox
- Figure 5 illustrates a cross section of a clutch:
- Figure 6 illustrates a schematic diagram of a valve used to connect the engine oil to the clutch
- Figure 7 illustrates an exploded view of a valve
- Figure S illustrates an assembled valve
- a clutch 1 is designed to releasably couple an input shaft 2 to an output gear 3.
- a first primary gear 10 is driven by the engine, which then drives a first secondary gear 11 that is connected to the input shaft 2,
- the output gear 3 drives a second secondary gear 12, which drives a drive hub 13 that is connected to the supercharger by a coupler 14.
- the output is supported by a bearing hub 15.
- the oil supply to the clutch is provided by a clutch supply adaptor 90. connected to the housing 30 with the aid of an o-ring 91, straight fitting 88 and nipple 89.
- Figure 2 shows further fluid connections, including components such as elbow adaptors 85, swivel adaptors 86. restricted adapters 92. reducers 93, caps 94 and straight adapters 95. ;
- Figure 2 shows the same exploded assembly from a different view, illustrating the output where the coupler 14 connects the supercharger to the drive hub 13.
- Figures 3 and 4 show external views of the complete supercharger gearbox.
- FIG. 5 a cross section of a clutch 1 according to the present invention is shown.
- the clutch 1 relcasably couples the input shaft 2 to the output gear 3.
- the clutch itself includes a cylinder 50 in which a piston 51 is sltdably fitted.
- the piston 51 seals with the inside of the cylinder 50 using an inner o-ring 52 and an outer o-ring 53.
- the output gear 3 connects via a square gear key 54 to the clutch cylinder 50, which in turn is coupled to a reaction disk 62 and pressure disks 63.
- the input shaft 2 connects via a clutch hub 61 to friction assemblies 60.
- the piston 51 can be forced in the direction towards the clutch disks 60, 62. 63 by oil or another fluid being provided through the clutch supply adapter 90. This causes the friction assemblies 60. the reaction disk 62 and the pressure disks 63 to be forced together and thereby transmit torque.
- a piston spring 55 forces the piston 51 back in the opposite direction by applying force between the piston 51 and a spring retainer 56. This reduces the pressure between the clutch disks 60, 62. 63 and decouples the input shaft 2 from the output gear 3.
- FIG. 5 Other components shown in Figure 5 include a shim 65.
- the forcing of the piston 51 as described above is achieved using oil pressure from the engine.
- the engine oil is connected to a valve 80 at an input 81, as shown in Figure 6.
- An engine oil feedback 82 applies against the force of the spring.
- the valve 80 includes an output 83 that connects to the clutch supply adapter 90 of the clutch 1, and a clutch feedback 84.
- FIG. 7 Various fittings arc shown in Figure 7 for connecting the valve 80, including elbow adaptors 85, swivel adaptors 86, tee adaptor 87, straight fittings 88 and nipples 89.
- Figure 8 shows the valve 80 and fittings in assembled form.
- the present invention uses engine oil pressure to activate and release the clutch.
- the valve 80 is designed to activate the clutch 1 once the engine oil has reached idle pressure. This process of engaging the clutch at startup will typically happen over a period of about 0.5 seconds. Upon engine shutdown the oil pressure is released and the clutch is disengaged. This automatic and controlled engaging and disengaging of the clutch at startup and shutdown of the engine reduces shock loads on the supercharger and significantly extends the life of the supercharger and other associated drive train components.
- a key feature of the invention is the combination of the clutch in the diesel engine to supercharger driveline, together with using engine oil to activate the clutch and a hydraulic valve, without the use of electronics.
- the lack of electronics is an important feature when employing the invention in underground mining. In such an application, using electronics would require a flameproof enclosure and extensive and expensive validation.
- a wet clutch assembly is used that is based on the principles of a wet clutch in an automatic transmission.
- the assembly uses a simplistic hydraulic system to engage and/or disengage the clutch. The following design criteria were used in the clutch and hydraulic concept:
- Engine oil and supercharger lubricant circuit filters are 10 ⁇ m filters:
- the overall length can be extended by a maximum of 50 mm: No increase in outside diameter of the housings is possible.
- the clutch sizing is based on available bronze friction plates and mating steels.
- paper lined fiiction plates could be used, although paper lined plates are sensitive to water and delamination and are generally used as shifting clutches.
- the return spring force in an automatic transmission is generally designed to provide 1 atmosphere (100 kPa) when the clutch apply pressure is between 1200 and 2400 kPa. This is to allow quick disengagement of the clutch, particularly during shifting.
- 175 kPa clutch apply pressure docs not lead to a reasonable design. This is because the engagement pressure of 175 kPa less the return spring force (equivalent pressure of 100 kPa) yields an effective apply pressure of only 75 kPa. This would require more friction plates (in the proposed design 10 friction plates are used) or a larger mean diameter.
- the return spring load needs to be also reduced.
- the clutch return spring must at minimum overcome the drag of the piston seals which is estimated to be up to 150 N (depending on the squeeze on the seals). Given this, the recommended return spring force should be approximately 500 N. In the proposed design, this is an equivalent pressure of 50 kPa.
- the return spring can be a single helical spring, a helical spring pack, a Belleville/wave spring, or any other suitable biasing means.
- a single helical spring has been sized in the design as it is simple to manufacture and low in cost.
- the static friction coefficient used in sizing the clutch is based on experience, using bronze friction plates and industrial synthetic gear oil. The static friction coefficient used in the design is 0.14. It is recommended that a trial is conducted to ensure that the combination of the proposed engine oil and the clutch pack can transmit the required torque for a particular design and application. Axial space for an additional friction plate and steel should be allowed for in the design of the clutch housing.
- the piston seal uses an o-ring design.
- O-rings are simple, low in cost and easily available.
- the o-ring squeeze is minimised (5-10% maximum) since the clutch apply pressure and the return spring load are low.
- the clutch assembly in the present embodiment can float in either direction.
- the clutch assembly can be fixed using one of the following methods:
- a snap ring can be fitted to the left of the clutch on the main shaft and next to the clutch hub;
- a retaining ring fitted internally under the clutch hub on the main shaft; and The main shaft extends outwardly behind the clutch hub.
- the valve will be designed such that the clutch will be engaged when the engine oil pressure reaches 175 kPa. To determine the engine speed at which the clutch will engage, the engine pump pressure versus engine speed is required.
- the clutch seals on the main shaft arc a scarf cut design in a material that is compatible with the engine oil.
- the components are manufactured from steel to minimise cost.
- the assembly may have a weight penalty. It is recommended that a 100 pm filter is added before the clutch control valve to entrap any swarf or other large material that may be introduced into the circuit.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2014406103A AU2014406103A1 (en) | 2014-09-10 | 2014-09-10 | Supercharger clutch |
PCT/AU2014/050225 WO2016037211A1 (en) | 2014-09-10 | 2014-09-10 | Supercharger clutch |
AU2017100948A AU2017100948B4 (en) | 2014-09-10 | 2017-07-11 | Supercharger clutch |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/AU2014/050225 WO2016037211A1 (en) | 2014-09-10 | 2014-09-10 | Supercharger clutch |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016037211A1 true WO2016037211A1 (en) | 2016-03-17 |
Family
ID=55458168
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AU2014/050225 WO2016037211A1 (en) | 2014-09-10 | 2014-09-10 | Supercharger clutch |
Country Status (2)
Country | Link |
---|---|
AU (2) | AU2014406103A1 (en) |
WO (1) | WO2016037211A1 (en) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997015754A1 (en) * | 1995-10-23 | 1997-05-01 | Lysholm Technologies Ab | Internal combustion engine provided with supercharger |
US6289882B1 (en) * | 2000-02-10 | 2001-09-18 | Eaton Corporation | Controlled engagement of supercharger drive cluth |
US6375442B1 (en) * | 2000-02-10 | 2002-04-23 | Eaton Corporation | Supercharger clutch system |
US6892839B2 (en) * | 1998-10-14 | 2005-05-17 | James W. Cooper | Multi-combination vehicle incorporating a power trailer |
-
2014
- 2014-09-10 AU AU2014406103A patent/AU2014406103A1/en not_active Abandoned
- 2014-09-10 WO PCT/AU2014/050225 patent/WO2016037211A1/en active Application Filing
-
2017
- 2017-07-11 AU AU2017100948A patent/AU2017100948B4/en not_active Ceased
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997015754A1 (en) * | 1995-10-23 | 1997-05-01 | Lysholm Technologies Ab | Internal combustion engine provided with supercharger |
US6892839B2 (en) * | 1998-10-14 | 2005-05-17 | James W. Cooper | Multi-combination vehicle incorporating a power trailer |
US6289882B1 (en) * | 2000-02-10 | 2001-09-18 | Eaton Corporation | Controlled engagement of supercharger drive cluth |
US6375442B1 (en) * | 2000-02-10 | 2002-04-23 | Eaton Corporation | Supercharger clutch system |
Also Published As
Publication number | Publication date |
---|---|
AU2017100948A4 (en) | 2017-08-10 |
AU2014406103A1 (en) | 2017-07-27 |
AU2017100948B4 (en) | 2017-10-19 |
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