Viscous clutch
25 claims: 4 independent, 21 dependent
- 1粘性クラッチアセンブリであって、 磁束を伝達可能な材料を備える回転力入力構造と、該回転力入力構造に取付けられたロータと、 該ロータを囲み、該回転力入力構造に回転可能に支持された、選択的に回転可能な部材と、 該ロータの駆動面 に配 置された電磁コイルと、 せん断流体の流れを調節するためのカバープレートを備えるバルブアセンブリであって、前記ロータに支持されたバルブアセンブリと、 前記電磁コイルによって発生された磁束を用いて前記バルブアセンブリを制御するための磁束回路であって、わずか4つの空隙を備えるよう構成され、 前記ロータの一方側から他方側への磁束回路を形成するために 該磁束回路の一部が前記ロータの駆動面とそれと反対 面である前記ロータ の前面との間に延在する、磁束回路と を備えたことを特徴とする粘性クラッチアセンブリ。
- 2前記バルブアセンブリは、アーマーチャであって、該アーマーチャの少なくとも一部は、前記ロータの前記駆動面および前記ロータの 前記 前面の間に延出するよう配置されたアーマーチャを備えたことを特徴とする請求項1に記載のアセンブリ。
- 3前記バルブアセンブリは、基部と、該基部から延出する1つあるいはそれ以上のフィンガー部とを有するアーマーチャを更に備えたことを特徴とする請求項1に記載のアセンブリ。
- 4前記アーマーチャは更に、前記基部から延出するカウンターウェイトであって、前記カバープレートのほぼ反対側に配置されたカウンターウェイトを備えたことを特徴とする請求項3に記載のアセンブリ。
- 5前記アセンブリは、前記せん断流体を保持するためのリザーバを備え、前記カバープレートは前記ロータおよび前記リザーバの間に配置されていることを特徴とする請求項1に記載のアセンブリ。
- 6前記リザーバは、前記ロータの 前記 前面に取付けられていることを特徴とする請求項5に記載のアセンブリ。
- 7前記リザーバは、前記ロータと共に回転するように構成されたことを特徴とする請求項5に記載のアセンブリ。
- 8前記アセンブリは、前記回転力入力構造に接する前記選択的に回転可能な部材を回転可能に支持する軸受装置と、前記選択的に回転可能な部材に取付けられた回転力出力部材であって、前記回転力入力構造の回転軸に対して前記軸受装置と軸方向にほぼ並んで配置されている回転力出力部材とを備えたことを特徴とする請求項1に記載のアセンブリ。
- 9前記カバープレートはバネ付勢されており、前記バルブアセンブリの制御は、前記カバープレートの前記バネ付勢に対して作用する前記磁束によってなされることを特徴とする請求項1に記載のアセンブリ。
- 10前記カバープレートはデフォルトで開位置へとバネ付勢されており、前記開位置は、せん断流体の流れを可能にすることを特徴とする請求項9に記載のアセンブリ。
- 11粘性クラッチアセンブリであって、 磁束伝達材料を備える軸であって、回転の軸を画定する軸と、 該軸に取付けられたロータと、 該ロータを囲み、該ロータおよび該ハウジングの間に画定された作業チャンバーを画定するハウジングと、 前記ロータに取付けられ、リザーバ開口部を有するリザーバと、 前記ハウジングの外面 あるいはその近傍に配 置された電磁コイルであって、磁束を発生可能な電磁コイルと、バルブアセンブリであって、アーマーチャと、該アーマーチャに取付けられた取付プレートと、該アーマーチャに該取付プレートとは反対側に取付けられたカバープレートであって、実質的に前記リザーバおよび前記ロータの間に配置され、前記リザーバ開口部を選択的に覆うよう配置されたカバープレートとを備えるバルブアセンブリと、前記電磁コイルから前記アーマーチャへと磁束を流すために前記ハウジング内に配置された磁束伝達インサート であって、前記アーマーチャと前記磁束伝達インサートは実質的に半径方向の空隙によって分離されている、磁束伝達インサート と、前記アーマーチャおよび前記軸の間に磁束を流すために前記軸に取付けられた磁束伝達磁極プレートとを備え、磁束は前記軸から前記電磁コイルへと流され、磁束回路を完結可能であり、前記磁束回路の一部は 前記ロータの一方側から他方側への磁束回路を形成するために 前記ロータの前面及び後面との間に延在していることを特徴とするアセンブリ。
- 12前記アーマーチャに近接する前記磁極プレートの表面は少なくとも非平面であることを特徴とする請求項11に記載のアセンブリ。
- 13前記磁極プレートに近接する前記アーマーチャの表面は少なくとも非平面であることを特徴とする請求項11に記載のアセンブリ。
- 14前記アーマーチャは、基部と、該基部から延出する1つあるいはそれ以上のフィンガー部とを備えることを特徴とする請求項11に記載のアセンブリ。
- 15前記アーマーチャの前記基部は形状が環状であることを特徴とする請求項14に記載のアセンブリ。
- 16前記アセンブリは、前記アーマーチャの前記基部から前記カバープレートとはほぼ反対側に延出するカウンターウェイトを備えたことを特徴とする請求項14に記載のアセンブリ。
- 17前記アセンブリは、前記軸に接する前記ハウジングを回転可能に支持する軸受装置と、前記ハウジングに取付けられたファンブレードアセンブリであって、前記軸受装置との間の力の伝達を安定させるために、前記軸受装置とほぼ軸方向に並んで配置されたファンブレードアセンブリとを備えたことを特徴とする請求項11に記載のアセンブリ。
- 18前記バルブアセンブリの前記取付プレートは、前記カバープレートを付勢するためのバネとして機能し、前記磁束による前記バルブアセンブリの制御は、前記取付プレートによって付与されるバネ付勢に逆らって作用することを特徴とする請求項11に記載のアセンブリ。
- 19前記電磁コイルは前記ハウジングの後方に配置されていることを特徴とする請求項11に記載のアセンブリ。
- 20前記磁束伝達インサートおよび前記電磁コイルは、半径方向の空隙によって離間されていることを特徴とする請求項11に記載のアセンブリ。
- 21前記アーマーチャおよび前記磁束伝達磁極プレートは、実質的に軸方向の空隙によって離間されていることを特徴とする請求項11に記載のアセンブリ。
- 22前記粘性クラッチアセンブリは、磁束が前記軸から半径方向の空隙を通って前記電磁コイルまで伝達可能であることを特徴とする請求項11に記載のアセンブリ。
- 23ロータと、該ロータを囲むハウジングとを有する粘性クラッチのための磁束回路アセンブリであって、該磁束回路アセンブリは、電磁コイルと、前記ハウジング内に前記電磁コイルと近接して配置され、半径方向の空隙である第1空隙によって前記電磁コイルから離間された磁束伝達インサートと、前記インサートに近接して前記電磁コイルとは反対側に配置され、ほぼ半径方向の空隙である第2空隙によって前記インサートから離間されたアーマーチャであって、前記ロータの前面および後面の間に延出するアーマーチャと、前記アーマーチャに近接して、前記ハウジングの内の前記インサートとは反対側に配置された磁気伝導性磁極プレートであって、前記アーマーチャが該磁極プレートに接触し、磁気プレートとの間の実質的に軸方向の空隙である第3空隙を閉鎖可能である磁気プレートと、磁気伝導性軸であって、前記磁極プレートが該軸に取付けられており、半径方向の空隙である第4空隙が前記電磁コイルに近接して前記軸の一部および前記電磁コイルの間に配置された軸とを備えたことを特徴とするアセンブリ。
- 24前記磁束回路アセンブリは、4つより多くの空隙は必要としないことを特徴とする請求項2 3 に記載のアセンブリ。
- 25前記軸に近接した前記ハウジングの一部は、渦電流を低減するための渦電流低減機構を有する、請求項11記載の磁束回路アセンブリ。
Independent claims25
45 paragraphs, as filed
Detailed description of the invention
(Background of invention) The clutch is used in various settings. For example, fan clutches are used in automobiles to selectively engage fans and help cool the engine. Viscous fan clutches are commonly used for medium to heavy trucks. Generally, these viscous fan clutches introduce shear fluid into the working chamber and connect two components through the shear fluid, such as a rotor connected to a driving force input member and a housing connected to a fan. It operates by frictionally engaging by transmitting a rotational force. Such a viscous clutch can transmit the rotation of the fan when the shear fluid is present in the work chamber and can stop the transmission of the rotation of the fan when the shear fluid is removed from the work chamber. It is possible.
Many of the known viscous clutches are electromagnetically actuated. That is, these viscous clutches include electromagnetic coils that generate magnetic flux and control the operation of valves that regulate the flow of shear fluid from the fluid supply reservoir to the work chamber. However, there are many problems in arranging valves and coils so as to sufficiently maintain the rotational force of the drive unit while allowing the valves to be used to efficiently and effectively control the flow of fluid.
For example, the reservoir of a viscous clutch is typically attached to the clutch housing and the fan blades are connected to the housing. When the clutch is in the "off" or disengaged state, the housing, reservoir and fan blades are all almost stationary or rotating at a relatively slow rate. The relatively stationary reservoir transfers very little kinetic energy to the shear fluid contained therein, delaying the response time of the clutch that moves the shear fluid from the reservoir to the working chamber when the valve is opened. Can be. However, mounting the reservoir on the rotor is problematic because it is difficult to provide a suitable valve assembly. A suitable valve assembly should be able to be effectively and efficiently controlled by the coil while rotating with the rotor, and the rotation should normally be fixed to ensure electrical connection to the coil. In addition, many arrangements of magnetic flux circuits for magnetically connecting the valve and the coil are not suitable. This is because there are many problems with the size and power requirements of the coil that can generate sufficient magnetic flux. Large coils add extra weight and cost and exceed certain engine permissible current or permissible voltage requirements (typically parameters set throughout the engine for the electronic engine controller of a vehicle with a clutch). There is. (Outline of the invention) The viscous clutch assembly includes a rotational force input structure, a rotor attached to the rotational force input structure, a selectively rotatable member that surrounds the rotor and is rotatably supported by the rotational force input structure, and a rotor drive. It includes an electromagnetic coil arranged with respect to a surface, a valve assembly supported by a rotor, and a magnetic flux circuit for controlling the valve assembly using the magnetic flux generated by the electromagnetic coil. The valve assembly includes a cover plate for regulating the flow of shear fluid. The rotational force input structure comprises a material capable of transmitting magnetic flux. The magnetic flux circuit is configured to have only four voids. (Detailed explanation) In general, the electromagnetically actuated viscous clutch of the present invention selectively engages an input element with an output element, eg, selectively drives a fan in response to an input of rotational force from a motor. , Is possible. The clutch comprises a fluid reservoir and a valve assembly, both of which are supported by the rotor of the clutch and rotate with the rotor. The valve assembly regulates the flow of fluid from the reservoir and controls the engagement of the clutch. Further, the valve assembly is controlled via a magnetic flux circuit that transmits a magnetic flux generated by an electromagnetic coil arranged on the rear surface or the drive surface of the rotor. The valve assembly comprises an armor and is supported by the rotor such that the fingers of the armor extend through a series of openings between the anterior and posterior surfaces of the rotor. A flux transfer insert is also provided and extends through the rear or base of the clutch housing. Further, the magnetic flux transmission magnetic pole plate is connected at the front end of the shaft. The magnetic flux circuit flows magnetic flux from the coil to the insert in the housing, from the insert to the armor of the valve assembly, from the armor to the magnetic pole plate, from the magnetic pole plate to the shaft, and from the shaft to the coil. The circuit requires only four voids, of which at least three can be arranged substantially radially.
US Provisional Application No. 60 / 704,063, entitled Viscous Clutch, filed July 29, 2005, is incorporated herein by reference in its entirety. FIG. 1 is a rear view of an electromagnetically actuated viscous clutch 100, showing the rear surface, that is, the driving surface of the clutch 100. FIG. 2A is a cross-sectional view of the clutch 100 notched along line 2-2 of FIG. FIG. 2B is an enlarged view of a part of the cross-sectional view shown in FIG. 2A. As shown in FIGS. 1-2B, the clutch 100 includes a two-part housing 102, a rotor 104, a valve assembly 106, an electromagnetic coil assembly 108, a shaft 110, and a reservoir 112. The working chamber 114 is formed at a position where a shear fluid (for example, a conventional silicone oil shear fluid) can flow between the housing 102 and the rotor 104. Shear fluids are not shown for the sake of brevity.
The shaft 110 provides a rotational driving force to the clutch. The shaft 110 is made of a metal material capable of transmitting magnetic flux, such as steel. The drive end 110D of the shaft 110 may be directly connected to the rotational force output member of the motor, connected to the rotational force output member of the rotor via a belt and pulley, or any other form of rotational drive force input member. It will be understood by those skilled in the art that it may be provided. The shaft 110 defines the rotation axis A of the clutch 100.
The electromagnetic coil assembly 108 includes a coil cup 116 and a wound coil 118 inserted into the cup 116 and fixed in the cup (eg, by embedding). The coil cup 116 may be made of steel, and the wound coil 118 may be made of wound copper wire. The coil assembly 108 is configured so that the magnetic force generated by the coil assembly 108 is maximized within an acceptable limit. The coil assembly 108 is a relatively small device configured so as not to exceed the allowable current or voltage requirements set by the requirements of the electronic engine controller (not shown) of the vehicle in which the clutch 100 is incorporated. May be good. The coil assembly 108 is supported by a single row ball bearing device 120 mounted on a shaft 110 with respect to the rear surface or drive surface of the clutch 100. The coil assembly 108 is constrained so that its rotation is fixed relative to an external point (eg, fixed to the vehicle support structure to which the clutch 100 is mounted). Conduit 122 extends from coil assembly 108 to electrically connect other components of the vehicle, such as power supplies and electronic engine controls.
The rotor 104 is located within the housing 102 and is largely surrounded by the housing 102. FIG. 2C is a perspective cross-sectional view of a portion of the clutch 100 notched along line 2-2 of FIG. 1 showing the rotor 104. In FIG. 2C, housing 102 is omitted for the sake of brevity. FIG. 3 is a front view showing the rotor 104 alone. As shown in FIGS. 2A to 2, the rotor 104 is formed in a substantially disk shape and has an outer diameter (OD) portion axially deviated from the inner diameter (ID) portion. Such a configuration helps reduce the overall axial size of the clutch 100 and adjusts the force in the clutch 100 to the desired state during operation. The rotor 104 has a number of concentric annular ribs (generally indicated by reference numeral 124) provided in the conventional arrangement near the OD portions on both the front and rear surfaces. The annular rib 124 is arranged to face the working chamber 114 in order to generate a frictional coupling force when the shear fluid is present in the working chamber 114 and engages the clutch 100. The rotor 104 may be formed by casting, and the rib 124 may be formed by machining.
Six approximately elliptical flow ports 126A to 126F are formed near the OD portion of the rotor 104 so that the shear fluid flows between the front surface and the rear surface of the rotor 104 in the work chamber 114. ing. In other embodiments, flow ports may be provided that penetrate more or fewer rotors 104. The flow ports 126A to 126F may be formed by machining.
A flow path 128 extending in the radial direction is formed in front of the rotor 104 and inside the annular rib 124 in the radial direction. The radial flow path 128 creates space for the valve assembly 106 between the reservoir 112 and the front surface of the rotor 104. The groove 130 is formed on the rear surface of the rotor 104, and serves as a flow path connecting the flow path 128 and the flow port 126A (see FIG. 2C). The functions of the flow path 128 and the groove 130 will be described later.
Holes 132A and 132B are provided to secure the valve assembly 106 to the front surface of the rotor 104 with fasteners such as screws or bolts. Four elongated arched openings 134A to 134D are provided between the ID portion of the rotor 104 and the annular rib 124, slightly outside the ID portion of the rotor 104 in the radial direction. The arch-shaped openings 134A to 134D each have a slot-like shape, and are arranged around the axis A at substantially equal intervals. As will be described later, the arched openings 134A-134D allow the movable portion of the valve assembly 106 to penetrate the rotor 104.
The rotor 104 is mounted directly on the shaft 110 (see FIGS. 2A, 2B) and is rotatably fixed to the shaft 110 so that it rotates with the shaft 110. The rotor 104 is made of a lightweight non-magnetic metal material such as aluminum (ie, a lightweight material that does not transmit magnetic flux well). An insert 136 made of a relatively hard non-magnetic metal material such as stainless steel is arranged at the ID portion of the rotor 104 to firmly attach the rotor 104 and the shaft 110. The insert 136 constitutes a hub portion of the rotor 104. The arched openings 134A to 134D penetrating the rotor 104 also extend through the insert 136. The insert 136 may be preformed and the material of the rotor 104 may be poured around the insert 136. Since the end of the shaft 110 is wound around the rotor 104 to mechanically hold the rotor 104 in the axial direction, the rotor 104 can be attached to the shaft 110 by pressing or lorlet processing. However, in other embodiments, other types of connection methods (eg, screw connections) may be used.
As shown in FIGS. 2A-2C, the reservoir 112 is attached to the rotor 104 and rotates with the rotor 104 to sustain the supply of shear fluid. In the illustrated embodiment, the reservoir 112 is mounted between the ID portion and the OD portion of the rotor 104 by a swage connection, but in other embodiments, the position and mounting method of the reservoir 112 are different. May be good. The reservoir 112 has a substantially annular structure, and has the same structure as a known reservoir for a viscous clutch. An opening 138 (ie, a return hole) of the rear plate 112A of the reservoir 112 is provided facing the front surface of the rotor 104. The reservoir 112 holds almost all of the shear fluid when the clutch 100 is disengaged, i.e. when the valve assembly 106 is in the closed position as shown in FIGS. 2A-2C. When the valve assembly 106 is in the open position to engage the clutch 100, the shear fluid is drained from the reservoir 112 through the opening 138.
The valve assembly 106 is also attached to the front surface of the rotor 104 (ie, the surface of the rotor 104 facing the front end 110F of the shaft 110). The valve assembly 106 alone is illustrated in FIGS. 4-6. FIG. 4 is a perspective view, FIG. 5 is a rear view, and FIG. 6 is a cross-sectional view notched along lines 6-6 of FIG. As shown in FIGS. 2A ~ 2C and FIGS. 4-6, the valve assembly 106 includes a cover plate 140, a mounting plate 142, and a "floating" armature 144 Ru. The armorcha 144 is "floating" because it is configured to extend between the front and back surfaces of the rotor 104 and is movable with respect to the rotor 104. The cover plate 140 and the mounting plate 142 are connected to the armorcha 144 on opposite sides to each other using rivets or other suitable fixing means.
The cover plate 140 can open and close the opening 138 of the rear plate 112A of the reservoir 112 and is substantially located in front of the rotor 104 between the reservoir 112 and the rotor 104. The cover plate 140 includes a first portion 140A connected to the armorcha 144, a second portion 140B extending in a direction of approximately 90 ° from the first portion 140A, and a second portion 140B to a first portion 140A. It has a third part 140C that extends in the opposite direction. The third part 140C is slightly bent backwards towards the armorcha 144 and of the cover plate 140 which is in close contact with the rear plate 112A of the reservoir 112 (as shown in FIGS. 2A-2C) and closes the opening 138. It defines the seat. Such a configuration substantially prevents the shear fluid from flowing out of the reservoir 112. The cover plate 140 may be made of a metal material such as steel. The cover plate 140 is slightly flexible to provide a tight seal when the cover plate 140 is in the closed position with respect to the reservoir 112. However, for the clutch 100 to operate, the sealing by the cover plate 140 does not have to be in a state of complete fluid sealing.
The mounting plate 142 includes a first mounting protrusion 142A and a second mounting protrusion 142B. The first and second mounting protrusions 142A and 142B are arched in shape, respectively, to secure the valve assembly 106 to the rotor 104 in holes 132A and 132B using appropriate fixtures such as screws or bolts. It has a hole in it. A fan-shaped portion 142C is defined between the first mounting protrusion 142A and the second mounting protrusion 142B along the outer edge of the mounting plate. The mounting plate 142 defines the axis of rotation of the valve assembly 106. The mounting plate 142 functions like a leaf spring, and in this embodiment the armorcha 144 and the cover plate 140 are urged by default to open the opening 138 provided in the reservoir 112 (FIGS. 2A ~). In 2C, the valve assembly 106 is shown with the cover plate 140 covering the opening 138 and in the "off" position or closed position to limit the flow of fluid). As the cover plate 140 pivots away from the opening 138 of the rear plate 112A of the reservoir 112, the shear fluid is drained from the reservoir 112. As the valve plate 140 is significantly separated from the opening 138 of the rear plate 112A of the reservoir 112, a larger amount of shear fluid will flow out of the reservoir 112.
The armorcha 144 is a magnetic flux transmission element that can move in response to an applied magnetic field. The armorcha 144 comprises a ring-shaped base 146 disposed in front of the rotor 104 and also has four finger portions 148A-148D extending substantially at right angles from the periphery of the base 146. The finger portions 148A to 148D each have a slightly arched shape along the outer circumference of the base portion 146. The counterweight 150 may have a dovetail-like shape and extends from the base 146 of the armature 144 between the finger portions 148B and 148C in the direction opposite to the cover plate 140. The counterweight 150 may penetrate the fan-shaped portion 142C of the mounting plate 142. The counterweight 150 offsets the mass of the cover plate 140 provided on the opposite side of the axis of rotation defined by the mounting plate 142. The finger portions 148A to 148D and the counterweight 150 may be integrally formed with the base portion 146 of the armorcha, and the magnetic flux flows from the finger portions 148A to 148D to the base portion 146 (or vice versa). The parts of the armorcha 144 are formed from a single piece of metal by stamping, after which the finger portions 148A-148D and the counterweight 150 are bent into place. The armorcha 144 is composed of a magnetic flux transmitting material such as steel.
The base 146 of the armorcha 144 is connected to a mounting plate 142 that is rotatable throughout the armorcha 144 and is capable of causing a near axial movement with respect to the rotor 104 in the mounted cover plate 140. The approximately axial movement of the armorcha 144 causes the cover plate 140 to be moved towards or away from the opening 138 of the rear plate 112A of the reservoir 112. The movement of the armorcha 144 moves the third portion 140C of the cover plate 140 by 2-3 mm with respect to the rear plate 112A of the reservoir 112.
In other embodiments, it is believed that the armorcha 144 may have a different configuration. For example, as with the position of the finger portions, the number of finger portions may be different and may be in a desired form. Further, the cover plate 140, the mounting plate 142, and the counterweight 150 may also have a configuration different from that of the illustrated embodiment.
FIG. 7 is a cross-sectional view of the clutch 100 notched along line 7-7 of FIG. As shown in FIG. 7, the finger portions 148A to 148D of the armorcha 144 are arranged so as to project from the arch-shaped openings 134A to 134D provided in the rotor 104 toward the rear side (or drive side) of the clutch 100. Has been done. In other embodiments, a flux transfer stabilizing ring (not shown) may be secured to the distal end of the rear finger portion of the rotor 104. Such a stabilizing ring holds the finger portions 148A to 148D of the armorcha 144, and in order to conduct magnetic flux, it is possible to suppress bending and expand the surface portion of the armorcha 144.
The two-part housing 102 supplies a rotational output from the clutch 100 as it engages and rotates with the rotor 104. The housing 102 also includes a front housing cover 102A and a rear housing base 102B that are secured to each other using bolts, screws, or other suitable fixtures. Generally, both the housing cover 102A and the housing base 102B are made of a metal material such as aluminum. The housing base 102B has a double row bearing device 160 that is pressed and engaged between the ID portion of the housing base 102B and the shaft 110. It is preferred that the bearing device 160 is provided on the rear surface of the rotor 104 and is substantially axially aligned with the fan blades 168 (see FIG. 2A). In such a configuration, the housing 102 is supported by the shaft 110 in its rotation independently of the rotor 104, and the bearing device 160 is provided axially side by side with the fan blades 168 (similar to the working chamber 114). , Helps balance the working load on the bearing device 160. By balancing the bearing load, it helps prevent damage to the bearing and prolongs the life of the bearing. The bearing device 160 allows the two-part housing 102 and the rotor 104 to rotate relative to each other while the rotor 104 is fixed to the shaft 110 so that it does not rotate with respect to the shaft 110. When the clutch 100 is engaged with the housing cover 102A and the housing base 102B, respectively, facing the work chamber 114 and viscously engaging with a series of annular ribs 124 provided on the front and rear surfaces of the rotor 104 ( That is, a series of annular ribs (generally indicated by reference numeral 162) are provided for transmitting torque (when the shear fluid is introduced into the work chamber 114). The operation of the clutch 100 will be described later.
As shown in FIG. 7, the housing cover 102A is a conventional dynamic fluid that operates locally in a working chamber 114 provided near the OD portion of the rotor 104 by increasing the pressure in the shear fluid. Equipped with a pump system. A return path 164 for the shear fluid to move from the OD portion of the working chamber 114 to the reservoir 112 is provided so as to penetrate the housing cover 102A.
The outside of the housing 102 is provided with cooling fins 166 (see FIGS. 1, 8 and 9) for transferring the heat generated by the clutch around the clutch. Aluminum is commonly used to form the housing 102 because it has suitable heat transfer properties that help dissipate heat from the clutch 100. As shown in FIG. 2A, the fan blade 168 may be connected to the housing 102 so that it rotates with the housing 102 when the clutch 100 is engaged (for simplification of the figure, the fan blade 168 may rotate. Omitted in other figures). The fan blade 168 may be part of a single fan blade assembly connected to the housing 102 using bolts or screws in a known manner.
FIG. 8 is a cross-sectional view of the clutch 100 notched along line 8-8 of FIG. As shown in Figures 2A, 2B, 7 and 8, the flux transfer housing insert 170 is located within the housing base 102B and is a magnetic conduit between the electromagnetic coil assembly 108 and the "floating" armorer 144 of the valve assembly 106. Functions as. The housing insert 170 may be made of steel. The magnetic transmission housing insert 170 extends inward with a chamfer 172 on the outer edge of the front and multiple fan-shaped portions 174 (see Figures 2A, 2B, 7 and 10) spaced apart at the rear end. It may be preformed into a substantially cylindrical shape having radial ribs 176. The housing insert 170 is cast and molded into the housing base 102B. A fan-shaped portion 174 provided at the rear end of the housing insert 170 allows the material of the housing 102 (eg, aluminum) to flow through the fan-shaped portion 174 during molding, thereby establishing a nearly axial magnetic path with the housing insert 170. It is more securely connected to the housing base 102B. As shown in FIG. 8, the housing insert extends rearward to a position axially posterior to the anterior surface of the coil cup 116 of the coil assembly 108 and has a small radial gap with the coil cup 116. G<sub>1</sub>Is forming. The cross-sectional views of FIGS. 2A, 2B, and 7 are cut out at positions where the fan-shaped portion 174 extends forward to the housing insert 170. This is evident in FIGS. 2A, 2B, and 7 due to the shorter axial length of the housing insert 170 compared to FIG. 8 (see also FIG. 10). The radial rib 176 is provided in the center of the housing insert 170 to facilitate casting and stabilize the housing insert 170 with respect to the housing base 102B. The radial ribs 176 and the fan-shaped portion 174 of the insert keep the housing insert 170 against the housing 102 while leaving most of the surface of the insert 170 exposed, i.e. not covered by the material of the housing 102. It is designed to be fixed.
As shown in FIG. 7, the finger portions 148A and 148C of the armorcha 144 have a small gap G in the substantially radial direction.<sub>2</sub>It is located in the area of the magnetically conductive housing insert separated by. The magnetic flux is a gap G between the housing insert 170 and the armorcha 144.<sub>2</sub>Pass across. When the armorcha 144 moves due to the action of magnetic flux, the relative orientation of the armorcha with respect to the housing insert 170 changes, but the void G<sub>2</sub>Is kept oriented almost radially.
As shown in FIGS. 2, 7 and 8, the magnetic pole plate 178 formed in a substantially disk shape is attached to the front end 110F of the shaft 110 (for example, by press working or knurling connection). The magnetic pole plate 178 is located entirely in front of the rotor 178 and does not penetrate any part of the rotor 104. The pole plate 178 is fixed to rotate with the shaft 110 and rotor 104, but is not as mobile as the armorcha 144. The magnetic pole plate 178 is made of a magnetic flux transmission material such as steel and functions as a magnetic conduit between the armorcha 144 and the shaft 110. Also, when the armorcha 144 is attracted in the direction of the magnetic pole plate 178 by an electromagnetic force (that is, when the armorcha 144 comes into contact with the magnetic pole plate 178 and the operating range of the armorcha 144 is limited), the magnetic pole plate 178 Also acts as a stop for Armorcha 144. When the clutch 100 is completely disengaged (as shown in the full figure), the base 146 of the armorcha 144 is magnetically attracted and physically contacts the magnetic pole plate 178. When the clutch 100 is engaged, there is a substantially axially small variable gap G between the magnetic pole plate 178 and the armorcha 144.<sub>3</sub>(Not shown) exists. Substantially axial void G, as detailed below<sub>3</sub>The size of is variable.
During operation, the fluid present in the clutch 100 can cause the armorcha 144 to stick to the magnetic pole plate 178, unnecessarily reducing the response time of the clutch. To alleviate this problem, the rear surface of the magnetic pole plate 178 is optionally textured (ie, non-smooth) or raised (eg, a protruding rivet head) so that the armorcha 144 adheres to the magnetic pole plate 178. You may prevent it from happening. Alternatively, or in addition, the front surface of the armorcha 144 may be textured or raised for the same purpose.
Further, as shown in FIGS. 2A, 2B, 7 and 8, a flux guide sleeve 180 is provided on the shaft 110 behind the bearing device 160 in the radial direction between the shaft 110 and the coil cup 116 of the electromagnetic coil assembly 108. Is located in. The magnetic flux guide sleeve 180 is arranged axially between the bearing device 160 of the housing 102 and the bearing device 120 of the electromagnetic coil assembly 108. The magnetic flux guide sleeve 180 is formed in a substantially cylindrical shape with a front chamfered outer end 180A. The magnetic flux guide sleeve 180 is made of a magnetic flux transmissible material (eg steel) and is capable of flowing magnetic flux between the shaft 110 and the electromagnetic coil assembly 108. Small radial void G<sub>4</sub>Separates the magnetic flux guide sleeve 180 and the coil cup 116.
From the above configuration, the magnetic flux circuit of the clutch 100 can be seen. When an electric current flows through the coil 118, the electromagnetic coil assembly 108 can generate a magnetic flux. The magnetic flux from the coil assembly 108 is the radial void G<sub>1</sub>It flows from the coil cup 116 to the housing insert 170 through. After flowing axially through the housing insert 170, the magnetic flux is a nearly radial void G.<sub>2</sub>It flows through the finger portions 148A to 148D of the armorcha 144 of the valve assembly 106. The magnetic flux flows through the finger portions 148A to 148D to the base 146 of the armorcha 144. By default, when the coil assembly 108 is not powered and the coil assembly 108 is not generating magnetic flux, the armorcha 144 is urged away from the magnetic pole plate 178 and the magnetic flux is magnetically fluxed from the armorcha. Variable, nearly axial void G to flow to plate 178<sub>3</sub>It is designed to pass through. The magnetic flux from the coil assembly 108 acts on the armorcha 144 to rotate the armorcha 144 in the direction of the magnetic pole plate 178 so that the armorcha 144 is in contact with the magnetic pole plate 178, resulting in an axial gap G.<sub>3</sub>Generates an electromagnetic force that closes the. The magnetic pole plate 178 sustains the magnetic flux circuit between the armorcha 144 and the front end 110F of the shaft 110. Then, the shaft 110 causes the magnetic flux to flow to the rear side (that is, the drive side) of the clutch 100. After that, the magnetic flux flows from the shaft 110 through the magnetic flux guide sleeve 180 in the radial gap G.<sub>4</sub>Through, it returns to the coil cup 116 of the electromagnetic coil assembly 108, and the magnetic flux circuit is completed.
The operation of the clutch 100 is generally as follows. By default, the cover plate 140 of the valve assembly 106 is urged to open the opening 138 in the rear plate 112A of the reservoir 112 (ie, in the "on" or open position where the clutch 100 is engaged). It is configured in. With such a configuration, the shear fluid can flow from the reservoir 112 to the working chamber 114. The shear fluid present in the working chamber 114 transmits torque by frictionally engaging the rotor 104 with the housing 102. The percentage of torque transmitted instantaneously varies with the amount of shear fluid in the working chamber 114.
The valve assembly 106 is electromagnetically actuated to close the opening 138. When the electromagnetic coil assembly 108 is excited, the coil 118 creates a magnetic flux that flows through the magnetic flux circuit, moving the armorcha 144 towards the magnetic pole plate 178 and moving the cover plate 140 to the opening 138 in the rear plate 112A of the reservoir 112. Move in the direction of. In this way, the coil assembly 108 is excited to further cover the opening 138 to release the clutch 100 and limit or prevent the shear fluid from flowing from the reservoir 112 to the working chamber 114.
As described above, the radial flow path 128 is formed in front of the rotor 104, relative to the positions of the openings in the cover plate 140 and the rear plate 112A of the reservoir 112. The radial flow path 128 provides space for the cover plate 140 to move axially to open and close the opening 138 of the rear plate 112A of the reservoir 112. Further, both the radial flow path 128 and the groove 130 form a flow path between the opening 138 from the reservoir 112 and the opening 126A near the OD portion of the rotor 104. Thus, the inflow of shear fluid into the working chamber 114 provides an outlet that is approximately centered in the axial direction of the rotor and is also approximately centered in the radial direction with respect to the annular ribs 124 (and 162). Occurs in one of the fluid openings (eg, fluid opening 126A). By arranging the outlet at or near the axial center of the rotor 104, shear fluid can be supplied to the working chamber 114 from both the front surface and the rear surface of the rotor at almost the same time, and the OD of the rotor 104 can be supplied. The shear fluid can be supplied to the work chamber 114 even in the annular rib 124 near the portion. Supplying the shear fluid to the working chamber 114 simultaneously near the OD portion of the rotor 104 and on both sides of the rotor 104 helps to improve the response time of the clutch.
During operation, a fluid pump system with a fluid return path 164 returns shear fluid from the working chamber 114 to the reservoir 112. The shear fluid is essentially continuously supplied from the working chamber 114 to the reservoir 112. The clutch 100 is held in engagement by simply holding the valve assembly 106 in the open position and moving (ie, returning) more shear fluid from the reservoir 112 to the working chamber 114. Conversely, moving the valve assembly 106 to a fully closed position to prevent the shear fluid from returning from the work chamber 114 can effectively bring the shear fluid out of the work chamber 114. It is possible.
It is also possible to operate the clutch 100 using various other control systems. In one of the embodiments, the electromagnetic coil assembly 108 is extensively turned on / off so that the valve assembly 106 is held in the fully open (default) or fully closed position when the coil assembly is selectively excited. It may be excited in the form.
In another embodiment, the coil assembly 108 is excited with a pulse width modulation (PWM) signal from an electronic engine controller (not shown). The PWM signal makes it possible to dynamically change the average amount of shear fluid flowing out of the reservoir 112. The PWM signal causes the coil assembly 108 to generate a pulsed magnetic flux over a long period of time. Depending on the pulse width (ie, duration) and frequency of the PWM signal, the valve assembly 106 can vary the amount of shear fluid flowing from the reservoir 112 to the working chamber 114 through the opening 138 over an extended period of time. It is possible to adjust. That is, the PWM signal causes the coil assembly 108 to open and close the valve assembly 106, and the average time the valve assembly 106 is opened determines the average amount of shear fluid flowing out of the reservoir 112. The greater the pulse width and / or frequency of the PWM signal, the greater the closure of the valve assembly 106 on average, and the smaller average amount of shear fluid flowing into the working chamber 114. With such a PWM control system, the housing 102 (and the installed fan blades 168) can rotate at any speed from 0% to about 100% of the rotor 104 and shaft 110, rather than just a crude on / off format. ) Can be rotated, and the clutch 100 can be operated at a speed that can be selectively changed. The frequency of the PWM signal is preferably about 0.5 to 5 Hz.
A small stroke actuator in an electromagnetic actuator system does not provide a stable position for the armorcha 144 between the open and closed positions, so the armorcha 144 is in the critical end position (ie, fully open or closed position). It leans to one side. Therefore, the PWM frequency must be set relatively low so that the armorer disk reaches its end position every duty cycle. However, if the speed of the fan changes in response to individual pulses of the PWM signal, the change in speed of the fan 168 (and housing 102) causes unwanted audible noise fluctuations, so it is not desirable for the PWM frequency to be too low. Therefore, a PWM signal frequency of about 2 Hz is preferable.
In addition, a small gap G<sub>3</sub>Limits the maximum amount of magnetic flux and thus the maximum amount of magnetic energy of the device that needs to be removed when the coil assembly 108 is powered off. Larger void G<sub>3</sub>The response time of the valve assembly 106 is improved, but the available magnetic force for moving the valve assembly 106 is slightly reduced. Therefore, the void G<sub>3</sub>Should take into account the other design characteristics of the clutch 100.
The problem with activating electromagnetically actuated viscous clutches is that such clutch configurations show the unintended consequences of attempting to effectively form a transformer in close proximity to a magnetic flux circuit. It means that it may be. Aluminum is a common material used as a component of clutches because it is relatively lightweight, inexpensive, moldable, paramagnetic, and has suitable strength and thermal conductivity. However, since aluminum is electrically conductive, the portion of the housing 102 and / or rotor 104 adjacent to the magnetic flux circuit can effectively function as a secondary winding. It takes a relatively long time for the eddy currents in aluminum to disperse as heat. This affects the movement of the armorcha 144 and may unnecessarily slow the response time of the clutch 100 by holding the valve assembly 106 in the open or closed position. It has been found that the effect of eddy currents has a great effect on the response time of the clutch, which is even greater than the mass of the armorcha 144. This is not particularly preferable when the clutch 100 is controlled using the PWM control system. The effect of eddy currents on the clutch 100 is almost maximal when the coil assembly 108 stops the supply of magnetic flux (ie, is turned off) to urge the armorcha 144 from the closed position to the default open position. Become. This is because the magnetic flux required to hold the armorcha 144 in the closed position is less than the magnetic flux required to move the armorcha 144 from the open position to the closed position.
In order to alleviate the problem of eddy current, the clutch 100 may be provided with an eddy current reduction mechanism in the vicinity of the magnetic flux circuit. In one of the embodiments, the eddy current reduction mechanism comprises a special housing shape that forms a cutoff pattern at the housing base 102B. FIG. 9 is a rear view showing the housing base 102B of the clutch 100 alone. FIG. 10 is a perspective sectional view of a part of the housing base 102B. As shown in FIGS. 8, 9 and 10, twelve fan-shaped portions 190 spaced at equal intervals on the circumference form recesses on the rear surface (driving surface) of the housing base 102B near the ID portion of the housing 102. ing. The fan-shaped portion 190 is formed inward in the radial direction of the housing insert 170 so as to be arranged with respect to the inside of the magnetic flux circuit. The fan-shaped portion 190 is configured in a teardrop-like shape having a large opening rearward and a narrowing opening toward the front surface of the housing base 102B. However, the sector 190 may have a different shape or configuration in other embodiments. The sector 190 functions to reduce the amount of material placed in close proximity to the magnetic flux circuit. More specifically, as shown in FIG. 8, the fan-shaped portion 190 forms a closing ring at a position substantially axially adjacent to the shaft 110 inside the magnetic flux circuit to reduce the amount of conductive material in the housing 102. , Reduces the conduction of eddy currents.
Further, the special eddy current reducing mechanism may include a forming element on the front surface of the housing base 102B. FIG. 11 is a perspective sectional view of a part of the housing base 102B shown from the front. As shown in FIGS. 10 and 11, the front fan-shaped portion 192 is formed on the front surface of the housing base 102B. The twelve front fan-shaped portions 192, which are evenly spaced on the circumference, are located on the front surface of the fan-shaped portion 192 where the bearing device 160 between the housing insert 170 and the ID portion of the housing base 102B is located. It is arranged near the ID portion of the housing base 102B so as to be arranged along the annular flow path 194 provided in the radial direction. The front fan-shaped portion 192 is arranged so as to be aligned with the fan-shaped portion 190 on the rear surface of the housing base 102B. In this way, the fan-shaped portions 190 and 192 reduce the amount of conductive material in the vicinity of the magnetic flux circuit. A ribbed structure is formed between the adjacent fan-shaped portions 190 and 192, which helps to provide the housing 102 with sufficient mechanical strength.
Similarly, the rotor 104 may be formed to have a special shape that forms an electrical shutoff mechanism that reduces the eddy current in the clutch 100 in close proximity to the magnetic flux circuit. Such an eddy current reduction mechanism may be formed in combination with or in place of the eddy current reduction mechanism of the housing 102.
In another embodiment, the eddy current reduction mechanism is a special material used near the magnetic flux circuit of the clutch 100. A part of the housing base 102B, the entire housing base 102B, or the entire housing 102 between the ID portion of the housing base 102B and the vicinity of the position where the housing insert 170 is arranged conducts eddy current near the magnetic flux circuit of the clutch 100. In order to reduce the amount, a paramagnetic material having low conductivity such as magnesium may be used. Similarly, in other embodiments, the rotor 104, or a portion of the rotor 104, may be made of a non-conductive material such as magnesium. By using such a special material such as magnesium, it is possible to suppress the eddy current generated in the vicinity of the magnetic flux circuit when such a special material is not used, which is useful for improving the response time of the clutch.
It will be appreciated that the present invention provides an efficient, effective and reliable viscous clutch with a number of advantages. For example, the clutch of the present invention can include a reservoir configured to move with the rotor, such configuration which transfers kinetic (rotational) energy to the shear fluid when the valve assembly of the reservoir is opened. And the shear fluid is fed to the working chamber faster. Not only the shear fluid is supplied near the OD part of the rotor, but also the fluid is dispersed almost simultaneously from both the front and the rear through the center of the rotor and supplied to the working chamber to the working chamber of the shear fluid. Supply has been improved and accelerated. Further, the clutch of the present invention enables efficient transmission of magnetic flux through a magnetic flux circuit having a relatively small gap. Only four voids are required to prevent the loss of magnetic force that occurs when the number of voids is larger. Also, the voids in the clutches of the present invention can generally be placed more radially oriented, and the radial voids generally allow more consistent and accurate tolerances as compared to axially oriented voids. You can get the difference. Further, the clutch of the present invention may be provided with an eddy current reduction mechanism in order to reduce unnecessary performance loss of the magnetic flux circuit. All of the above advantages help improve clutch response time, which is a measure of how quickly the clutch can adjust the degree of engagement between the input and output sides. Good clutch response time is especially important when controlling the clutch using a PWM control system to engage the clutch dynamically and variably. In addition to the advantages mentioned above, the clutch configuration of the present invention facilitates disassembly for assembly and repair.
Although the present invention has been described with reference to examples, it will be appreciated by those skilled in the art that it can be modified formally and in detail without departing from the gist and scope of the invention. For example, the particular structure and configuration of the clutch of the present invention can be modified for a particular application.
<figref num="1">It is a rear view of the viscous clutch of this invention.</figref><figref num="2A">It is sectional drawing of the viscous clutch notched along line 2-2 of FIG.</figref><figref num="2B">It is an enlarged view of a part of the sectional view shown in FIG. 2A.</figref><figref num="2C">It is a perspective sectional view of a part of the viscous clutch notched along the line 2-2 of FIG.</figref><figref num="3">It is a front view of the rotor of the viscous clutch of FIGS.</figref><figref num="4">It is a perspective view of the valve assembly of the viscous clutch of FIGS.</figref><figref num="5">It is a rear view of the valve assembly of FIG.</figref><figref num="6">It is a cross-sectional view of a valve assembly notched along lines 6-6 in FIG.</figref><figref num="7">It is sectional drawing of the viscous clutch notched along line 7-7 of FIG.</figref><figref num="8">It is sectional drawing of the viscous clutch notched along line 8-8 of FIG.</figref><figref num="9">It is a rear view of the housing of the viscous clutch of FIGS. 1 to 2C, 7 and 8.</figref><figref num="10">It is a perspective sectional view of a part of the housing of FIG.</figref><figref num="11">9 is a front perspective sectional view of a part of the housings of FIGS. 9 and 10.</figref>
4 sheets
Sheet 1 Sheet 2 Sheet 3 Sheet 4
Every citation, both ways
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| US04271945A | Cites | United States of America |
| DE19842343A1 | Cites | Germany |
| US20050189194A1 | Cites | United States of America |
62 members in 9 offices
Priority claims9
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| 70406305 | United States of America | P | |
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| AU2006275748A1 | Australia | A1 | |
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| CA2615811A1 | Canada | A1 | |
| WO2007016314A1 | World Intellectual Property Organization (WIPO) | A1 | |
| WO2007016493A1 | World Intellectual Property Organization (WIPO) | A1 | |
| WO2007016494A1 | World Intellectual Property Organization (WIPO) | A1 | |
| WO2007016497A1 | World Intellectual Property Organization (WIPO) | A1 | |
| WO2007016494B1 | World Intellectual Property Organization (WIPO) | B1 | |
| WO2007016497B1 | World Intellectual Property Organization (WIPO) | B1 | |
| WO2007016314B1 | World Intellectual Property Organization (WIPO) | B1 | |
| KR20080031495A | Republic of Korea | A | |
| KR20080032642A | Republic of Korea | A | |
| KR20080033484A | Republic of Korea | A | |
| EP1913273A1 | European Patent Office (EPO) | A1 | |
| EP1913274A1 | European Patent Office (EPO) | A1 | |
| EP1913275A1 | European Patent Office (EPO) | A1 | |
| AU2006275748A8 | Australia | A8 | |
| CN101258336A | China | A | |
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| EP1913275A4 | European Patent Office (EPO) | A4 | |
| AU2006275748B2 | Australia | B2 | |
| JP5113053B2This record | Japan | B2 | |
| EP1913275B1 | European Patent Office (EPO) | B1 | |
| JP5188968B2 | Japan | B2 | |
| KR101277057B1 | Republic of Korea | B1 | |
| KR101277059B1 | Republic of Korea | B1 | |
| KR101319313B1 | Republic of Korea | B1 | |
| EP1913273A4 | European Patent Office (EPO) | A4 | |
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Numbers
- Publication
- 5113053
- Publication, DOCDB
- 5113053
- Publication, EPODOC
- JP5113053B
- Application
- 2008524267
- Application, DOCDB
- 2008524267
- Application, EPODOC
- JP20080524267
Titles2
- Japanese
- 改良された磁束回路を有する粘性クラッチ
- English
- Viscous clutch with improved magnetic flux circuit
Classification
- CPC, 3
- F16D35/024
- F16D35/02
- F16D35/00
- IPC, 1
- F16D35 02
