Patent Grant
7810403
1. Field of the Invention
The present invention generally relates to motors, and more particularly, to gear engagement mechanisms for motors.
2. Description of the Related Art
Starter motors for internal combustion engines are designed to engage a pinion gear, a first rotatable element, with a flywheel gear, a second rotatable element. When engaged and power is applied to the starter motor, the flywheel is turned to start the engine. The conventional starter motor comprises a hold-in winding 1, a pull-in winding 2, a return spring 3, an engaging lever 4, a meshing spring 5, a driver 6, a roller-type overrunning clutch 7, a pinion 8, an armature shaft 9, a stop ring 10, a spiral spline 11, a guide ring 12, a terminal 13, a contact 14, a contact break spring 15, a moving contact 16, a solenoid switch 17, a commutator end shield 18, a brush holder 19, a carbon brush 20, a commutator 21, a pole shoe 22, an armature 23, a field frame 24, and an excitation winding 25. The arrangement and assembly of these components is well known in the art.
Conventional starter motors, for example as depicted in
The large solenoid required to advance and hold the large mass of the drive gear needs extensive copper coils (2 of them) adding mass and cost. Moreover, the extensive coils require more amp draw from the electrical system, and more power wasted in order to have the starter perform its function. The large solenoid requires complex design with expensive terminals and contacts which tent to weld and wear over time. In addition, the solenoid phenolic caps tend to crack and break due to handling or thermal issues. The large solenoid design further leads to moisture accumulation and contact freezing, leading to a non-starting (click-no-crank) condition. Also, coil gassing creates deposits on the contacts, leading to electrical insulation deterioration and non-function of the starter system.
In addition, the drive gear advance results in frequent impacts with the flywheel, leading to both drive gear and flywheel damage. Accordingly, expensive heat treatments of both components are incurred to help improve component life. Moreover, the large axial travel, time, and energy expended for starting cycle to initiate and ignite engine reduces the efficiency of the operation of the starter motor and leads to premature wear and/or failure of the starter motor.
Therefore, there is a need in the art for an improved starter motor.
Methods and apparatus for engaging gears in motors are provided herein. In some embodiments, an apparatus for engaging gears in a motor includes an actuator; and an engagement assembly having at least one pawl axially movably configured to selectively couple the engagement assembly with a gear via operation of the actuator. The actuator may be a solenoid, and may further be a single-coil solenoid. The apparatus may further include a shaft having the actuator and engagement assembly disposed thereon; and a gear disposed on the shaft adjacent the engagement assembly.
In another aspect of the invention, a gear assembly is provided. In some embodiments, a gear assembly may include a shaft; a gear disposed on the shaft; an engagement assembly disposed on the shaft and having at least one pawl movably configured axially along the shaft to selectively couple the engagement assembly with the gear; and an actuator configured to selectively couple the engagement assembly to the gear.
In another aspect of the invention, a method for coupling torque to a rotatable element is provided. In some embodiments, a method for coupling torque to a rotatable element includes providing a rotatable element having at least one recess and an engagement assembly having at least one pawl; axially advancing the engagement assembly to interface with the rotatable element; and rotating the engagement assembly to engage the at least one pawl with an inner surface of the at least one recess of the rotatable element.
So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of its scope, for the invention may admit to other equally effective embodiments.
The images in the drawings are not necessarily drawn to scale and may be simplified to enhance clarity.
The present invention is a method and apparatus for engaging a gear in a motor. Specifically, the present invention provides a method and apparatus for axially controlling the position of an engagement assembly with respect to a gear desired to be selectively driven.
In one non-limiting application, the method and apparatus for coupling torque may be provided within a starter motor. In the embodiment depicted in
The engagement assembly 204 has a lower mass to be moved by the solenoid as compared to the movable gears of the prior art. For example, in some embodiments, the engagement assembly may be less than about 50% of the mass of the movable gears. In some embodiments, the engagement assembly may be less than about 20% of the mass of the movable gears. Accordingly, the lower mass engagement assembly 204 advantageously allows for a faster response and utilization of much simpler, single coil solenoids. The single coil solenoid has a low amp draw, thereby resulting in significant cost savings in materials and complexity of the solenoid. In addition, the overall number of components of the starter motor may be reduced, thereby allowing for more of the available amp power to be focused on starting the engine.
To further reduce the mass of the system, the components of the engagement assembly 204 and/or other components of the starter motor 200 (for example, the gear 208) may be fabricated, at least in part, from any robust, light-weight material, such as phenolics, engineered resins, and the like, or combinations thereof.
In one embodiment, the engagement assembly 204 comprises at least one pawl 214. The engagement assembly 204 may further comprise a drive plate 210. The drive plate 210 is axially movable on the shaft 208 and is configured to be controllably positioned along the shaft 208 via operation of the solenoid 202. The drive plate 210 contacts a bottom portion of the at least one pawl 214 and, through axial movement of the drive plate 210, controls the position of the at least one pawl along the shaft 208. Although the drive plate 210 is described herein as being part of the engagement assembly 204, it is contemplated that the drive plate 210 may be part of a solenoid assembly or otherwise separate from the engagement assembly 204. For example, the axial control mechanism, or actuator, utilized to control the operation of the engagement assembly 204 (such as the solenoid 202) may have a surface that selectively engages the pawls 214, thereby acting as the drive plate 210.
In one embodiment, the at least one pawl 214 may be movably disposed within a support ring 212 coupled to the shaft 208. In the embodiment depicted in
Optionally, each pawl 214 may further include an a slot 220. The slot 220 may optionally be filled with a damping material 222 capable of absorbing shock when the pawl 214 engages with the gear 206. Non-limiting examples of suitable materials for the damping material 222 may include, polymers, such as polydimethacrylates (PDMA), polyisoprene or natural rubber, polybutadiene, polyisobutylene, polyurethanes, and the like) Each slot 220 is oriented across the width of the pawl 214 to divide the upper region of the pawl 214 into a first portion and second portion. The slot 220 may further be radially aligned with a central axis of the shaft 208. The slot 220 enables the second portion of the pawl 214 to flex and bend towards the first portion upon impact of the flat face 216 of the pawl 214 with the recess formed in the gear 206. The damping material 222, when present, facilitates absorption of the initial shock of this impact. The flexibility mitigates the shock that may be transferred during initial engagement to other components of the system, such as the starter motor, the shaft, or other components coupled thereto.
Each pawl 214 may be biased towards a retracted position (e.g., away from the gear 206), such as by springs 211, resilient materials, and the like (generally illustrated by dotted box 213). Alternatively, the at least one pawl 214 may be coupled to the drive plate 210 or the actuator (for example, the solenoid 202) such that retraction of the drive plate 210 or the solenoid 202 directly retracts the at least one pawl 214 from the gear 206.
Although described above as utilizing a solenoid, it is contemplated that other actuators or control mechanisms may be utilized to control the axial position of the engagement assembly 204 of the starter motor 200 as well. In one example, the shaft 208 may be helically splined with an aggressive pitch thread and a large mass may be placed on the shaft 208. Once the starter is electrically activated, the armature spins up quickly, and the large mass moves up the spline, thereby advancing towards the drive plate 210 and pawls 214, and moving the pawls 214 into engagement. The large mass may be retained in the advanced axial position until the starter's rpm is decreased below a certain value by methods known to those skilled in the art.
Although the gear 208 is described above as a spur gear for interfacing and engaging with a flywheel, it is contemplated that other engagement interfaces may suitably be utilized as well. For example, the gear 208 may have a knurled or smooth cylindrical rubber (or other suitable material) surface for interfacing with a rubberized flywheel. In some embodiments, a belt (such as comprising rubber or other suitable material) may connect the gear 208 (or rubberized cylinder, grooved pulley, or the like) to the flywheel. In some embodiments, the rpm of the system may be controlled via a gear set in mesh with the flywheel. For example, a starter motor as described above may interface with the gear set instead of directly with the flywheel in order to maintain the starter motor and or the flywheel within a desired rpm range.
Numerous benefits are obtained through the improved starter motor assembly. Specifically, the starter motor can be butted up against the flywheel and directly mounted off engine, thereby reducing the footprint required for the starter motor in the engine bay. The starter motor is lighter, has fewer components, and therefore utilizes a much simpler single coil solenoid, having a low amp draw, thereby resulting in significant cost savings in materials and complexity of the solenoid. In addition, the overall number of components of the starter motor can be reduced, allowing for more of the available amp power to be focused on starting the engine, and not wasted/consumed by the starter's own needs due to larger components.
Moreover, the permanently engaged drive pinion (e.g., gear 206) with flywheel (e.g., a second gear 207) eliminates the need for axial movement of the pinion, thereby eliminating meshing interactions between the pinion gear and the flywheel, eliminating damage due to impact of the pinion and the flywheel, and preventing damage due to partial engagements of the pinion and the flywheel.
In small engine applications (such as, outboards, lawn & garden, and the like), the improved starter motor design eliminates the engine's propensity to spit the drive out of engagement with the flywheel due to high rpm variations of the rough piston firing sequence. Specifically, the starter motor design keeps the drive gear in permanent mesh, so it cannot be spit out of flywheel engagement.
Another advantage of the present invention is that the solenoid axial travel is minimal, leading to fast starter response, including applications for hybrid systems. Moreover, the present starter motor system reduces wear of drive components since the pawls recede after the engine ignites.
The inventive system described herein can also be applied to any non-automotive combustion engine application; hybrid vehicles; industrial conveyor systems that require fractional advance/engagement of a drive motor; and potential applications into vehicle transmissions where controlled pawl advances can engage specific gear ratios.
While the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is to be determined by the following claims.
This application claims the benefit of U.S. Provisional Patent Application entitled “STARTER MOTOR HAVING A PERMANENTLY ENGAGED GEAR,” having Ser. No. 60/746,384, and filed May 4, 2006, which is hereby incorporated by reference.
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| Number | Date | Country | |
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