Patent Application
20140174872
Friction clutch drive assemblies, particularly for vehicle accessories such as coolant pumps, are disclosed.
Accessories such as water pumps and cooling fans are in common use in vehicles such as automobiles and trucks with internal combustion engines. The accessories are typically driven by a belt directly or indirectly attached to the crankshaft of the engine and thus operate at some percentage of engine speed. The water pumps have an impeller that is used to circulate the engine coolant from the engine to the radiator and back in order to keep the coolant within acceptable temperature limits. Cooling fans have a fan with blades that supplies atmosphere air to a radiator, for example, to cool the engine coolant.
Efforts are being made today to reduce the power consumption of engine accessories, such as water pumps and fan drives, in order to improve fuel economy and reduce emissions. It would thus be preferable if such accessories could be made to operate with less power, or only when needed, in order to reduce the load on the engine and, in turn, improve fuel economy and reduce undesirable emissions from the engine.
A vehicle accessory drive assembly, such as a cooler pump or fan drive, having an improved dry friction clutch mechanism is disclosed. The accessory can have an ON-OFF operation with an electromagnetically operated friction clutch which can selectively rotate a shaft member. The components for the operation are included as part of a multi-component assembly that includes a pulley member. The pulley is turned at input speed by an engine belt positioned on the pulley member. In use as a water pump, a shaft connected to the impeller of the water pump is positioned in the assembly and is controlled in an ON-OFF manner by a friction clutch mechanism. Similarly, in use as a fan drive, the operation of the accessory drive is controlled as an ON-OFF manner by a friction clutch mechanism.
The friction clutch assembly is positioned inside the assembly to selectively allow operation mechanically by the pulley member. The dry friction clutch assembly is activated by turning on/off a solenoid. When the solenoid is off (i.e. not energized), the clutch will be engaged, and thus the clutch is fail-safe. A number of springs push an armature plate which clamps a friction plate between the armature plate and a cover member. Torque is transferred through both sides of the friction plate. The clutch is disengaged by turning on the solenoid.
When the solenoid is on (i.e. energized), the solenoid force overcomes the force of the springs and pulls the armature plate back against the pulley. A return spring pushes the friction plate away from the cover and holds it against a stop, creating air gaps on both sides of the friction plate. In this state of operation, the input (pulley) and output (shaft) are disconnected, eliminating interaction (e.g. bearing drag) between the input and output.
Further objects, features and benefits of the invention are set forth below in the following description of the invention when viewed in combination with the drawings and appended claims.
For the purpose of promoting and understanding the principles of the present invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe them. It will nevertheless be understood that no limitation as to the scope of the invention is hereby intended. The invention includes any alternatives and other modifications in the illustrated devices and described methods and further applications of the principles of the invention which would normally occur to persons or ordinary skill in the art to which the invention relates.
The present inventions described herein particularly relate to friction clutch assemblies particularly used for coolant pumps and cooling fans. The coolant pumps circulate the coolant in an engine, such as an automobile internal combustion engine. (The terms “water pump” and “coolant pump” are used interchangeably herein.) The cooling fans are used to push or pull air through a radiator to help reduce the temperature of the engine coolant.
The preferred embodiments of the present invention as described herein are particularly adapted for use with trucks, passenger cars and off-highway vehicles.
An accessory assembly embodiment used to operate a cooling pump is shown in
The housing 202 includes a base member 206 and a cover member 208, which can be secured together by a plurality of fasteners, such as bolts 210. A solenoid actuated friction clutch mechanism 212 is positioned in the housing. A central shaft member 214 is positioned centrally in the housing and is used to rotate the impeller 204. The impeller is positioned in a housing (not shown) and is connected to the shaft member 214 by a fitting assembly 216. The lower end 214L of the shaft is secured to the assembly 216 in any conventional manner.
The assembled housing includes a pulley member 220. The pulley member is adapted to be driven by an engine belt, either directly or indirectly by the engine crankshaft. Although the outside surface 223 of the pulley member is smooth in the drawings, it can have any conventional shape in order to mesh or mate with the engine belt.
The shaft member 214 is rotatably supported in the housing 202 by bearing set member 230. Although only one bearing set 230 is shown, more than one sets of bearings or stacked bearings can be utilized.
The friction clutch mechanism 212 includes an armature plate 232, a friction plate 234 and two annular rings of friction material 236, 238. The armature plate 232 is preferably made of a magnetic metal material, such as low carbon steel. The friction plate 234 is preferably made of a non-magnetic material, such as stainless steel.
The friction material 236, 238 can be any conventional friction materials used in friction clutches today, and can be complete rings, segments of rings, or simply pieces of friction material positioned generally where rings 236, 238 are shown in the drawings. The friction materials are fixedly attached to the two sides of the friction plate by, for example, bonding using a bonding agent.
The cover member 208 which preferably is made of a non-magnetic material, such as stainless steel, is connected directly to the pulley member 220 by the connecting pin members, such as fasteners or bolts 210. The ends of the fasteners can be threaded for mating with corresponding mating threads in openings 221 in the pulley member 220. Thus, when the pulley is rotated by an engine belt (not shown); the cover member 208 rotates at the same input speed.
The pulley member 220 is preferably made of a magnetic metal material, such as low carbon steel. The pulley member rotates freely around bearings 240. Although the bearings can be of any type that will have sufficient durability and performance, a pair of stacked bearings 240 can be utilized, as shown in the drawings.
The operation of the friction clutch assembly is performed by a solenoid assembly 250. The solenoid assembly includes a solenoid coil 252 which is positioned in the base member 206 of the housing 202. The solenoid coil member comprises a donut-shaped coil of copper wires, while the solenoid housing is preferably made of a magnetic material, such as low carbon steel. The solenoid coil member 252 is preferably potted in the housing member 206.
A nut member 260 is threaded, or otherwise firmly fixed, on the end of the shaft member 214. The friction plate member 234 is connected, such as being keyed, to the nut member 260. As shown in
To fix the bearing member 230 in an axial position inside the housing 206, a wave spring member 280 and bearing retainer member 282 are utilized. The bearing retainer member 282 is threadedly affixed to the housing 206 as shown by reference number 284.
The stop member 270 is utilized to stop the axial movement of the friction plate member 234 when the solenoid assembly 250 is energized, as explained below. A return spring 290 is positioned between the nut member 260 and the friction plate member 234 and acts to return the friction plate member 234 to its mechanical disengaged position when the solenoid assembly 250 is actuated.
The solenoid coil 252 is electrically powered through a circuit board (not shown). Electrical leads and wires can be insert molded in the housing 206 in order to carry the electrical signals to the solenoid coil member 252. The circuit board further communicates with the electronic control unit (ECU) of the vehicle through the vehicle communication network such as a CAN network. The water pump assembly controller circuit board could also be positioned inside the housing 206, possibly having a donut shape.
Activation of the water pump is selected according to the cooling required for the engine. Sensors feed relevant data to the ECU which then sends a signal to the pump controller requesting that the pump be activated. The pump controller then engages the friction clutch which allows the impeller to be driven by the pulley.
When activation of the water pump is not needed, the friction clutch assembly is held in a disengaged position by the solenoid assembly 250. This is shown in
The number of coil springs 302 and their biasing force is determined according to the force needed in the assembly. Six coil springs 302 are shown in the drawings, but there can be more or less than this amount depending on the force needed.
In this deactivation mode of operation, there are air gaps on the exterior sides of the friction materials on the friction plate, and the input (pulley member) and output (shaft member) are disconnected. This eliminates any interaction, such as bearing drag between the input and output.
In order to create an appropriate flux circuit 300, the pulley member 220 has a plurality of openings 310 which create air gaps. This is particularly shown in
The flux circuit 300 is shown in
A path of torque transfer which mechanically rotates the shaft member is shown by arrows 320 in
The friction clutch mechanism 410 is substantially the same as the friction clutch mechanism described above which is utilized to selectively rotate a water pump impeller. In this embodiment, the friction clutch mechanism is utilized to rotate a cooling fan. The components which are the same are referred to by the same reference numerals as set forth in the other Figures. The main differences are that the shaft member 214′, when activated, rotates a cooling fan assembly 420. The fan assembly 420 includes a cooling fan 430 with a number of blade members 440 and central hub member 450. The hub member 450 is securely attached to the shaft member 214′, and the fan 430 is securely attached to the hub member 450, such that the housing fan and blades will rotate when the shaft member rotates and at the same speed. Any conventional means or mechanisms can be utilized to attach the components together so they all rotate together.
The present water pump and cooling fan devices are designed to be spring engaged so the accessory device is powered in the event of a control failure such as a loss of electrical power. This is done to provide “Fail-Safe” functionality meaning that the device defaults to its “on” state when it is not powered. If the electrical system of the coolant pump were to fail, the solenoid would be de-energized allowing the coil springs to force the friction clutch assembly to become engaged. Therefore the pump would operate in mechanical mode with the impeller driven by the pulley member through the clutch assembly, thus preventing overheating.
Although the invention has been described with respect to preferred embodiments, it is to be also understood that it is not to be so limited since changes and modifications can be made therein which are within the full scope of this invention as detailed by the following claims.
This application is a continuation-in-part of U.S. patent application Ser. No. 14/135,280 (DKT12180A (BWA 0427 PUS) filed on Dec. 19, 2013, which is a non-provisional of U.S. patent application Ser. No. 61/745,647, filed on Dec. 24, 2012. This application is also related to U.S. patent application Ser. No. 61/474,862 and U.S. patent application Ser. No. 61/474,928, both filed on Apr. 13, 2011.
| Number | Date | Country | |
|---|---|---|---|
| 61745647 | Dec 2012 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 14135280 | Dec 2013 | US |
| Child | 14149664 | US |
