• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    DISCONNECTOR SET. In one aspect, the invention is directed to an uncoupling assembly between an endless drive element and an axle. The endless drive element can be, for example, an accessory drive belt from a vehicle engine. The shaft can be, for example, the input shaft of a belt driven accessory, such as an alternator or a compressor. The decoupling assembly includes a hub that is mounted on the shaft, a pulley that is rotatable with respect to the hub, a damping spring and a clutch member. A part of the pulley is supported on a pulley support surface on the hub. There is a gap between the pulley and the pulley support surface. The gap has lubricant in it to facilitate sliding between the pulley and the pulley support surface. By eliminating the use of a polymeric bushing between the pulley and the hub, there are several advantages that are provided.
    公开号:BR112012028053B1
    申请号:R112012028053-8
    申请日:2011-05-25
    公开日:2021-03-02
    发明作者:Patrick Marion；Lucas Wilson
    申请人:Litens Automotive Partnership；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [1] The present invention relates to decoupling mechanisms to allow belt driven accessories to temporarily operate at a speed different from the speed of the belt, and more particularly, to decoupling mechanisms that incorporate wrap spring clutch. BACKGROUND OF THE INVENTION
    [2] It is known to provide a decoupling mechanism in an accessory, such as an alternator, which is driven by a belt from an engine in a vehicle. This type of decoupling mechanism, which can be referred to as a decoupler, allows the associated accessory to operate temporarily at a different speed than the belt speed. For example, when there is a sudden stoppage of the belt when the belt was running and triggering rotation of the alternator shaft, the decoupler allows the alternator shaft to continue to rotate temporarily as a result of inertia, until it decelerates to a standstill as a result of drag. , thereby reducing the strain on the alternator shaft. As another example, the decoupler allows the alternator shaft to rotate at a relatively constant speed, even when the engine crankshaft goes through a cycle of decelerations and accelerations associated with the movement of the pistons.
    [3] These decouplers are valuable additions to the vehicle's propulsion system. However, there is an ongoing need to reduce costs, increase their useful life, reduce their complexity and simplify their manufacture. It would therefore be beneficial to provide an uncoupler that addresses one or more of these ongoing needs. SUMMARY OF THE INVENTION
    [4] In one aspect, the invention is directed to an uncoupling assembly between an endless drive element and an axle. The endless drive element can be, for example, an accessory drive belt from a vehicle engine. The shaft can be, for example, the input shaft of a belt driven accessory, such as an alternator or a compressor. The shaft could alternatively be the crankshaft of the engine. The Decoupling Set includes a hub that is mounted to the shaft, a pulley that is rotatable with respect to the hub, a damping spring and a clutch member. A part of the pulley is supported on a pulley support surface over the hub. There is a gap between the pulley and the pulley support surface. The gap receives lubricant in it to facilitate sliding between the pulley and the pulley support surface. Eliminating the use of a polymeric bushing between pulley and hub, there are several advantages that are provided. An advantage is that the assembly process can be more easily automated than with prior art assemblies, which typically require the polymeric sleeve to be manually attached to the hub. Another advantage is that the tolerance range can be smaller and can be more easily controlled to ensure that there is, under no circumstances, an interference fit (ie negative free space) between the hub and the pulley. Another advantage is that, in at least some embodiments, the engaging surface area between the pulley support surface and the pulley can be greater than it is between the bushing and the pulley, without requiring a longer axial length for the uncoupling assembly in relation to the prior art. This greater surface area reduces the pressure at the interface between the pulley and the hub, which reduces the amount of wear between the two components. Less wear and tear increases the lifespan of the Decoupling Assembly, can reduce friction and thus increase the vehicle's fuel economy, and can reduce any inclination given to the pulley by the belt. Other advantages can also be provided.
    [5] In a particular modality of the first aspect, the Decoupling Set includes a hub that is adapted to be coupled to the shaft, such that the shaft co-rotates with the hub on a rotational geometric axis, a pulley, a damping spring positioned to transmit torque between the hub and a support, and a helical clutch spring. The pulley has an outer surface and an inner surface. The outer surface is adapted to engage the endless drive element. A bearing is positioned between the inner surface of the pulley and the hub. A pulley support surface on the hub slidably supports the inner surface of the pulley. The bearing and the pulley support surface support the pulley together for rotation in relation to the hub. The clutch spring expands radially to operatively connect the pulley and support when the pulley is rotated faster than the hub in a first rotational direction, thereby driving the hub with the pulley. The clutch spring contracts radially to operatively disconnect the pulley and hub when the pulley rotates more slowly than the hub in the first rotational direction. The pulley and hub cooperate to define a chamber in which the clutch spring is arranged, and which includes a gap between the pulley support surface and the inner surface of the pulley. The chamber is filled with a lubricant.
    [6] In another embodiment, the radial contraction of the clutch spring causes the clutch spring to extend axially towards the clearance and drive lubricant into the clearance. BRIEF DESCRIPTION OF THE DRAWINGS
    [7] The present invention will now be described by way of example only, with reference to the accompanying drawings, in which: Figure 1 is an elevation view of an engine with a plurality of belt driven accessories, one of which has an Assembly decoupler according to one embodiment of the present invention, figure 2 is an enlarged sectional view of the decoupler set shown in figure 1, figure 3 is an exploded perspective view of the decoupler set shown in figure 1, figure 4 is a view highly enlarged sectional view of a portion of the uncoupling assembly shown in figure 1, figure 5 is a sectional view of a prior art uncoupling assembly; and Figures 6a and 6b are highly enlarged cross-sectional views of the hub and the pulley respectively from an uncoupler according to an embodiment of the present invention, after being used. DETAILED DESCRIPTION OF THE INVENTION
    [8] Reference is made to Figure 1, which shows an engine 10 for a vehicle. The motor 10 includes a crankshaft 12 that drives an endless drive element, which can be, for example, a belt 14. Through the belt 14, the motor 10 drives a plurality of accessories 16 (shown in broken lines) , such as an alternator and a compressor. Each accessory 16 includes an input drive shaft 15 with a pulley 13 on it, which is driven by the belt 14. An uncoupling assembly 20 is provided instead of a pulley between the belt 14 and the input shaft 15 of either or more of the belt driven accessories 16. The decoupling assembly 20 transfers torque between the belt 14 and the shaft 15, but automatically decouples the shaft 15 from the belt 14 when the belt 14 decelerates in relation to the shaft 15. Additionally, the decoupling assembly 20 allows that the speed of the belt 14 oscillates in relation to the axis 15. Thus, the oscillations in the belt speed that are the result of oscillations in the speed of the crankshaft (an inherent property of internal combustion piston engines) are dampened by the Decoupling Assembly 20, and as a result, the stresses, which would otherwise be incurred by axis 15 and component 16, are reduced.
    [9] Reference is made to Figure 2, which shows a sectional view of the Decoupling Assembly 20. The Decoupling Assembly 20 includes a hub 22, a pulley 24, a bearing 26, a damper spring 28, a support 30, a spring of clutch 32 and an end cap 34.
    [10] The hub 22 can be adapted to be mounted to the axis 15 in any suitable way. For example, hub 22 may have an axis mounting hole 36 through it that defines a rotational geometry axis A for Decoupling Assembly 20. The axis mounting hole 36 can be configured to comfortably receive the end of axis 15. One shaft mounting clip (not shown) can be inserted through a distal end 38 of hole 36 to secure hub 22 to shaft 1, so that the two co-rotate together on shaft A.
    [11] The pulley 24 is rotatably coupled to the hub 22. The pulley 24 has an outer surface 40 that is configured to engage the belt 14. The outer surface 40 is shown to have grooves 42. The belt 14 can thus be a multiple V belt. It will be understood, however, that the outer surface 40 of the pulley 24 can have any other suitable configuration, and the belt 14 need not be a multiple V belt. For example, the pulley 24 could have a single groove , and the belt 14 could be a single V-belt, or the pulley 24 could have a generally flat portion for engaging a flat belt 14.
    [12] The pulley 24 also includes an inner surface 43. Bearing 26 engages the inner surface 43 of pulley 24 and rotatably supports pulley 24 on hub 22 at a first axial (proximal) end 44 of pulley 24. O bearing 26 can be any suitable bearing type, such as a sealed ball bearing.
    [13] On a second axial (distal) end 46 of the pulley 24, the inner surface 43 of the pulley 24 is slidably supported on a pulley support surface 48 of the hub 22. Bearing 26 and the pulley support surface 48 support together the pulley 24 for rotation in relation to the hub 22. The sliding support provided by the pulley support surface 48 is described in more detail below.
    [14] The cushion spring 28 is provided to accommodate fluctuations in the speed of the belt 14 relative to the axis 15. The cushion spring 28 can be a torsion spring that has a first end 49 (figure 3) that is held in an annular slot 50 (figure 2) and which comes into contact with a radial wall (not shown) in hub 22. The damper spring 28 may also have a second end 52 which is held in an annular slot 54 and which comes in contact with a radial wall (not shown) on support 30. In the embodiment shown, the cushion spring 28 has a plurality of coils 58 between the first and second ends 49 and 52. An example of a suitable engagement between the cushion spring 28, the hub 22 and the support 30 is shown and described in US Patent 7,712,592, the contents of which are hereby incorporated by reference.
    [15] In the embodiment shown, a jacket 57 is provided between the damper spring 28 and the clutch spring 32. The jacket 57 is, in the embodiment shown, itself a helical member, although it may have any other suitable configuration, such as as a hollow cylindrical shape. The jacket 57 acts as a torque limiter, limiting the amount of space available for radial expansion of the damper spring 28 (in embodiments where the damper spring 28 is a torsion spring). Thus, when a torque is provided by the pulley 24 that exceeds a selected limit, the damping spring 28 expands until it is limited by the jacket 57. An example of a suitable jacket 57 is shown and described in US Patent 7,766,774, the content of which is incorporated herein by reference.
    [16] The damper spring 28 can be compressed axially slightly in the decoupling assembly 20, in such a way that it pushes the support 30 axially for contact with a thrust plate, shown in reference number 59, which meets the bearing 26 , which is press-fit between hub 22 and pulley 24.
    [17] The helical clutch spring 32 has a first end 60 (figure 3) that is interlockable with a radial wall 62 of the support 30 and which can be fixedly connected to the support 30. The helical clutch spring 32 has a second end 64 that may be floating free. The helical clutch spring 32 includes a plurality of spirals 66 between the first and second ends 60 and 64.
    [18] In this way, a torque transmission path is provided from the pulley 22 through the clutch spring 32, through the support 30, through the damping spring 29 and towards the hub 22.
    [19] When a torque is applied from the belt 14 to the pulley 24 to drive the pulley 24 at a speed that is faster than that of the axis 15, the friction between the inner surface 43 of the pulley 24 and the coils 66 of the spring clutch 32 drives at least one of the spirals 66 of the clutch spring 32 at least some angle in a first rotational direction about axis A, relative to the first end 60 of the clutch spring 32. The relative movement between said one or more spirals 66 driven by the pulley 24 in relation to the first end 60 causes the clutch spring to expand radially, which further strengthens the grip between the spirals 66 of the clutch spring 32 and the inner surface 43 of the pulley 24. As a result, the first end 60 of the clutch spring 32 transmits the torque from the pulley to the support 30. The support 30 transmits the torque to the hub 22 through the damping spring 28. As a result, the hub 22 is brought to the speed of the pulley 24. Thus, when the pulley 24 rotates faster than hub 22, the clutch spring 32 operatively connects pulley 24 to the support and therefore to hub 22.
    [20] While running, belt 14 may experience speed oscillations due to speed oscillations in the crankshaft 12 that occur naturally during operation of the engine 10. These speed oscillations can be fast and so clutch spring 32 can remain at least part engaged in the pulley 24 during these oscillations. As a result, these speed oscillations can be transmitted to the support 30. However, the damping spring 28 flexes to allow momentary relative rotary movement between the support 30 and the hub 22. The decoupling assembly 20 can be optionally configured so that there may be friction between components selected in the Decoupling Assembly 20, so that the bending in the damper spring 28 is dampened.
    [21] When the pulley 24 decelerates and rotates more slowly than the axis 15, the force of the inner surface 43 of the pulley 24 on the clutch spring 32 in the first rotational direction is eliminated and thus the clutch spring 32 retracts radially to disconnect operatively the pulley 24 of the support 30 and the hub 22.
    [22] Pulley 24 and hub 22 cooperate to define a chamber 68 in which the clutch spring 32 is arranged. In the embodiment shown, the damper spring 28 is also arranged in the chamber 68. Lubricant 70 substantially fills the chamber 68 to lubricate the clutch spring 32 and lubricate the engagement between the clutch spring 32 and the inner surface 43 of the pulley 24, in order to control the amount of friction between them, and prevent damage to the inner surface 43 of the pulley 24 and to the clutch spring 32 during their engagement. As noted above, the inner surface 43 of the pulley 24 is slidably supported on the pulley supporting surface 48 of the hub 22. More specifically, the pulley supporting surface 48 and the inner surface 43 of the pulley 24 are separated by a gap G, which is shown (highly exaggerated) in figure 4. The gap G and the main chamber portion 72 (on which the clutch spring 32 sits) together constitute chamber 68. In this way, the gap G is filled with lubricant 70. The presence of lubricant 70 in the gap G allows rotational sliding movement between the inner surface 43 of the pulley 24 and the pulley support surface 48 of the hub 22. Lubricant 70 can be any suitable type of lubricant, such as grease , for example, grease from PetroCanada Peerless LLG. The use of lubricant 70 in the clutch spring can be as described in US Patent 7,618,337, the contents of which are incorporated herein by reference.
    [23] Cube 22 can be manufactured from any suitable material, such as carbon steel, and more specifically, a carbon steel with 20% carbon. Pulley 24 can also be made of carbon steel having a carbon content of approximately 20%. The inner surface 43 of the pulley 24 can be nitride hardened to a depth that can be in the range of about 0.02 mm (but which can be less than that), and to a hardness of about 1000 HV (that is, the number of pyramid that results from the Vickers Hardness Test). The hardness level of the pulley support surface 32 can be about 75 HV.
    [24] End cap 34 (figure 3) is provided to act as a sealing member to seal the second (distal) end of gap G. Thus, chamber 68 is sealed by end cap 34 at one end and by bearing 26 at the other end. The end cap 34 can be mounted to the second end 46 of the pulley 24.
    [25] In some prior art decoupler assemblies, as shown in reference number 100 in figure 5, the hub, shown with reference number 101, includes a groove 102 in which a polymeric sleeve 104 is arranged. The groove 102 is surrounded by side flaps 103, which assist in capturing the bushing 104. The bushing 104 engages the inner surface shown in reference number 106 of the pulley 108 in order to rotatively support the pulley 108 over the hub 101. A bushing 104 is, in some cases, nylon.
    [26] In order to install bushing 104 in hub 101, bushing 104 needs to be stretched over side flaps 103, a step that is usually performed manually. Before assembly, however, bushing 104 may expand if it is in an environment with high humidity. As a result, it may be difficult for an assembly worker to install bushing 104 in hub 101.
    [27] The prior art decoupler set 100 performs well during use and has a long service life. Eventually during use, when excessive wear occurs on the nylon bushing 104, alignment problems between the pulley 108 and the belt (not shown) can result, as well as problems with pitch and yaw of the belt in relation to the Decoupling Assembly 100. This can lead to forces directed non-radially by the pulley 108 on the bearing (not shown), which can shorten the service life of the bearing. Furthermore, these problems can generate greater friction between the pulley 108 and the hub 101, which can result in less fuel economy for the engine and noise during operation.
    [28] In addition, the free space provided between the bushing 104 and the inner surface 106 of the pulley 108 in some prior art assemblies can be approximately 0.040mm. However, there can be a relatively large tolerance of +/- 0.043mm in the free space due to many factors, including, for example, tolerances in the dimensions of bushing 104. However, it can be seen that this tolerance could result in a free space negative (i.e., interference fit) between bushing 104 and inner surface 106 of pulley 108. An interference fit can make the process of installing pulley 108 and hub 101 together difficult. During installation of the pulley 108 and the hub 101 together, particularly where there is an interference fit, the pulley 108 can get caught in the chuck 104. This can chip or otherwise damage the chuck 104, in which case, the chuck 104 and possibly hub 101 and pulley 108 could be rejected as scrap elements.
    [29] In addition, the relative softness of the chuck 104 in some applications can make it relatively susceptible to deformation when certain forces are exerted on it from the belt through the pulley 108. An example would be sufficiently large forces from the belt driving inclination of the pulley 08. This deformation can also lead to problems of pitch and yaw with the pulley 108.
    [30] Referring to figure 4, the clearance G between surfaces 43 and 48 may have a width W that is sufficiently strict to prevent the pulley 24 from tilting in relation to axis A, but wide enough to allow lubricant to enter. in gap G. The width W of gap G, for example, can be approximately 0.0875mm. At least in part due to construction materials of hub 22 and pulley 24, width tolerances W of clearance G may be relatively smaller than those associated with prior art assembly 100 free space. For example, width tolerance W can be approximately +/- 0.0175mm. It will be noted that the free space between the hub support surface 48 and the inner surface 43 (i.e., the width W of the gap G) is always positive. Therefore, there is never an interference fit between the two components, thereby facilitating the assembly of hub 22 and pulley 24 together, compared to hub 101 and pulley 108 of the prior art. In addition, eliminating the need to install a separate item (ie bushing 104) makes it easier to assemble hub 22 and pulley 24 together. Likewise, eliminating the bushing 104 facilitates the use of an automated process to assemble the hub 22 and the pulley 24, thereby further reducing the cost of the assembly. Although a tolerance range of 0.035mm (ie, + 0.0175mm to -0.0175mm) is preferred, other tolerance ranges are acceptable. For example, the tolerance range can be 0.1mm, (for example, + 0.05mm to - 0.05mm), while ensuring that the nominal free space between hub 22 and pulley 24 is never negative, so that a interference fit never occurs.
    [31] Some form of entry area shown in reference number 74 (best seen in Figure 4) can be provided at a first end of gap G, which faces main chamber portion 72. This entry area 74 facilitates the entry of lubricant 70 into gap G. This inlet area 74 can be chamfered, radius shaped or any other suitable shape.
    [32] In the embodiment shown, the entry area 74 is specifically facing a clutch spring clearance gap 76, which is formed between the hub 22 and the inner surface 43 of the pulley 24, and which forms part of the main chamber 72. During radial expansion and contraction of the clutch spring 32, the clutch spring 32 extends and retracts axially. As noted above, however, the first end 60 of the clutch spring 32 can be fixedly connected to the support 30, and the support 30 is propelled to meet the thrust plate 59 by the damping spring 28 and is thus effectively fixed in axial position. . As a result, the first end 60 of the clutch spring 32 is fixed in position axially and thus the second end 64 of the clutch spring 32 extends and retracts axially during radial expansion and contraction of the clutch spring 32. Specifically, to the As the clutch spring 32 expands radially it contracts axially, thereby at least partially pulling out of slot 76, thereby allowing (and pushing) slot 76 to fill with lubricant 70. As the clutch spring 32 contracts radially, it extends axially to slot 76 thereby propelling lubricant 70 which is in slot 76 in gap G. The inlet area 74 facilitates the entry of lubricant 70 into gap G under the spring clutch 32. In this way, gap G is regularly 'pumped' with lubricant 70 during operation of Decoupling Assembly 20. In particular, lubricant 70 is driven into gap G when pulley disengages 24 of the hub 22 and, therefore, when there is relative rotation between hub 22 and pulley 24.
    [33] Notwithstanding the issues described above, it was surprisingly found that the lubricated metal-metal contact between the pulley support surface 48 and the inner surface 43 of the pulley 24 resulted in better performance and greater longevity in the Decoupling Set 20, if compared to prior art decoupler sets. The wear suffered by the components that make up a sliding connection is at least partly related to a PV value, which is the pressure exerted between the components multiplied by the speed between them. The pressure exerted between the components is equal to the force exerted between them divided by the coupling area. The coupling area is equal to the circumference multiplied by the axial length. When comparing the set 20 shown in figure 2 with the set of prior art 100 shown in figure 5, the factors of speed, circumferential distance at the interface, and force can be the same between them. However, it can be seen that the axial length, shown in LB at the interface of the bushing 104 and the inner surface 106 of the pulley 108 is limited, among other things, by the presence of the side flaps 103. However, the axial length, shown in LH, at the interface of the pulley support surface 48 and the inner surface 43 of the pulley 24, is greater than the axial length LB, due, at least in part, to the lack of need for side flaps. As a direct result, the engagement area between hub 22 and pulley 24 is greater than the engagement area between bushing 104 and pulley 108. As a result, the pressure between hub 22 and pulley 24 is less than pressure between bushing 104 and pulley 108. As a result, the PV value for the set 20 is less than the PV value for the set 100. The reduction in the PV value correlates to less wear in the coupling area between the hub 22 and the pulley 24.
    [34] Longevity tests have been carried out on examples from Decoupling Set 20 to determine how they perform in use. A particular test operates an engine for a selected number of hours, exposing Decoupler Set 20 to a variety of engine conditions, such as engine deceleration, acceleration, city driving, highway driving, and other conditions. In a test run cycle, the Decoupling Set 20 underwent 2000 test hours (corresponding to a selected number of years of driving in the real world), after which the Decoupling Set 20 was disassembled for inspection. Right after inspection, it was found that the Decoupling Set 20 was in good condition. In particular, the bearing support surface 48 and the inner surface 43 of the pulley 24 did not essentially show any signs of wear. The lubricant that was used in test set 20 was also checked and found to be in excellent condition. In another test, an example of an initial design concept for set 20 underwent 4,000 hours of testing (corresponding to twice the number of years of driving in real time) and was subsequently disassembled and inspected. It was found that there was little wear (0.006mm) on the inner surface 43 of the pulley 24 and no wear on the support surface of the pulley 48. The condition of the lubricant was considered to be good. It will be noted that examples of prior art assemblies similar to assembly 100 showed significantly greater amounts of wear on the coupling components (i.e., the bushing and the inner surface of the pulley).
    [35] Wear on hub 22 and pulley 24 can be measured by any suitable means, such as using a profiling machine (not shown) that is capable of accurate measurements to show any changes in measurements. In addition, cube 22 and pulley 24 can be sectioned and the section can be inspected as shown in figure 6a (showing cube 22) and figure 6b (showing pulley 24 together with the hardened nitride layer shown in number reference number 80).
    [36] Although a helical clutch spring is shown in the figures, and although this type of clutch spring is preferred for reasons that are described above, it will be understood that other types of clutch member can be used instead of the Decoupling Set 20.
    [37] In the description above, the Decoupling Assembly is described as being provided between the shaft and a belt driven accessory and a belt, which is driven by the crankshaft of an engine. It will be noted, however, that in some vehicles a decoupling assembly can be provided on the crankshaft 12 of the engine 10. This type of decoupler would allow the crankshaft 12 to drive the belt 14 when the crankshaft 12 has a angular speed greater than the angular speed of the belt on the output shaft of the crankshaft 12, but would allow the angular speed of the crankshaft 12 to oscillate with the angular speed of the belt 14, thereby allowing the belt 14 to momentarily exceed the speed of the crankshaft 12.
    [38] Although the above description constitutes a plurality of modalities of the present invention, it will be appreciated that the present invention is susceptible to further modification and change without departing from the just meaning of the appended claims.
    权利要求:
    Claims (12)
    [0001]
    1. Decoupling assembly (20) for transferring torque between an endless drive element (14) and an axle (15) comprising: a hub (22) which is adapted to be coupled to the axle (15) in such a way that the axle corrotates with the cube (22) on a rotational geometric axis; a pulley (24) having an outer surface (40) and an inner surface (42), where the outer surface (40) is adapted to engage with the endless drive element (14), where a bearing (26 ) is positioned between the inner surface (42) of the pulley (24) and the hub (22), and the hub includes a support surface (48) of the pulley that slidably supports the inner surface (42) of the pulley, in that the bearing (26) and the support surface (48) of the pulley together support the pulley for rotation in relation to the hub; a damping spring (28) positioned to transmit torque between the hub and a support (30); and a helical clutch spring (32), in which the clutch spring expands radially to operatively connect the pulley (24) and the bracket (30) when the pulley is rotated faster than the hub (22) in a first direction rotational, thereby driving the hub with the pulley, and in which the clutch spring contracts radially to operatively disconnect the pulley and hub when the pulley rotates more slowly than the hub in the first rotational direction, where the pulley and hub cooperate to define a chamber in which the clutch spring is arranged, and which includes a gap (G) between the support surface (48) of the pulley and the inner surface (42) of the pulley, in which the chamber is filled with a lubricant (70), characterized by the fact that it is provided by the lubricant (70) within the clearance (G) lubricated contact from the material of the pulley support surface to the material of the inner surface of the pulley between the support surface (48) of the pulley and the inner surface (42 ) of the pulley.
    [0002]
    2. Decoupling assembly (20) according to claim 1, characterized by the fact that the clearance (G) between the inner surface of the pulley and the surface supporting the pulley is approximately 0.0875mm.
    [0003]
    3. Decoupling assembly (20) according to claim 1, characterized by the fact that the tolerance in the gap width between the inner surface of the pulley and the support surface of the pulley is approximately 0.0175mm.
    [0004]
    4. Decoupling assembly (20) according to claim 1, characterized by the fact that the damping spring is a torsion spring.
    [0005]
    5. Decoupling assembly (20) according to claim 1, characterized by the fact that the bearing seals the chamber at the first end of the pulley.
    [0006]
    6. Decoupling assembly (20) according to claim 1, characterized in that it also comprises a sealing member (34) positioned to seal the chamber at the second end of the pulley, immediately adjacent to the gap between the pulley support surface and the inner surface of the pulley.
    [0007]
    7. Decoupling assembly (20) according to claim 1, characterized by the fact that contraction of the clutch spring causes the clutch spring to extend axially towards the clearance to drive lubricant (70) into the clearance.
    [0008]
    8. Decoupling assembly (20) according to claim 7, characterized in that the chamber includes a main chamber portion and the gap, and in which an end of the gap that faces the main chamber portion has an area inlet (74) configured to facilitate the entry of lubricant into the gap.
    [0009]
    Decoupling assembly (20) according to claim 8, characterized in that the clutch spring (32) has a first end (60) and a second end (64), and in which the first end of the spring clutch is fixedly connected to the support (30), where the support is fixed in position axially, and where the second end of the clutch spring moves axially towards the clearance to drive lubricant into the clearance during contraction of the clutch spring.
    [0010]
    10. Decoupling assembly (20) according to claim 9, characterized in that the main chamber portion includes a clutch spring free space slot (76), in which the clearance end including the entry area (74) faces the clutch spring free slot, where the second clutch spring end (64) retracts axially at least partially from the clutch spring free slot during expansion of the clutch spring which drives the lubricant inlet into the clutch spring free slot, and where the second clutch spring end extends axially to the clutch spring free slot during contraction of the clutch spring to drive lubricant into the clutch spring free slot for clearance.
    [0011]
    11. Decoupling assembly (20) according to claim 1, characterized by the fact that the inner surface of the pulley is hardened to at least one selected hardness and at least one selected depth.
    [0012]
    12. Decoupling assembly (20) according to claim 1, characterized in that the pulley has a first axial end and a second axial end, and the bearing (26) is positioned at the first axial end of the pulley, and wherein the pulley supporting surface of the hub supports the pulley at the second axial end of the pulley.
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-06-23| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-17| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-03-02| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 25/05/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US34791610P| true| 2010-05-25|2010-05-25|
    US61/347916|2010-05-25|
    PCT/CA2011/000618|WO2011147024A1|2010-05-25|2011-05-25|Decoupler assembly with sliding interface between hub and pulley|
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