阅读说明：本技术 柔性膜隔离器 (Flexible membrane isolator ) 是由 李娜 斯科特·威利斯 于 2021-03-19 设计创作，主要内容包括：本公开提供了“柔性膜隔离器”。提供了用于隔离器的方法和系统。在一个示例中,系统可以包括隔离器,所述隔离器包括柔性层叠膜,所述柔性层叠膜包括非线性扭转刚度以用于补偿驱动轴与离合器之间的轴向、横向和角位移。(The present disclosure provides a "flexible membrane isolator". Methods and systems for an isolator are provided. In one example, a system may include an isolator including a flexible laminate film including a nonlinear torsional stiffness for compensating for axial, lateral, and angular displacements between a drive shaft and a clutch.)

1. A system, comprising:

a drive shaft coupled to a pulley, wherein a flexible laminated membrane separator is disposed at an interface between the drive shaft and a rotor.

2. The system of claim 1, wherein the rotor is an integrated starter/generator rotor.

3. The system of claim 1, wherein the rotor is an alternator rotor.

4. The system of claim 1, wherein the flexible laminated membrane separator is one of a plurality of flexible laminated membrane separators.

5. The system of claim 1, wherein the flexible laminated membrane separator comprises a cold rolled steel sheet.

6. The system of claim 1, wherein the flexible laminated membrane separator comprises a surface treated spring steel plate.

7. The system of claim 1, wherein the flexible laminated membrane separator comprises a plurality of openings including a first pair and a second pair, wherein the first pair is coupled to the drive shaft and the second pair is coupled to the rotor.

8. The system of claim 7, wherein the openings of the first and second pairs alternate, and wherein the openings of the first pair are sandwiched by the openings of the second pair.

9. A front end accessory drive, comprising:

a flexible laminated separator configured to bend in axial, transverse, and angular directions relative to a central axis of the one-way clutch and the shaft.

10. The front end accessory drive of claim 9, wherein said shaft is an alternator shaft.

11. The front end accessory drive of claim 9, wherein the shaft is a belt integrated starter/generator shaft.

12. The front end accessory drive of claim 9, wherein the decoupler is one of a plurality of decouplers, and wherein the shaft is a first shaft, wherein a first decoupler is disposed between the first shaft and a second shaft, and wherein a second decoupler is disposed between the second shaft and a rotor, wherein the second shaft is different than the first shaft.

13. The front end accessory drive of claim 12, wherein a first set of fasteners extend in a first direction to physically couple the first shaft to the first decoupler, wherein a second set of fasteners extend in a second direction opposite the first direction to physically couple the second shaft to the first decoupler, wherein a third set of fasteners extend in the first direction to physically couple the second shaft to the second decoupler, and wherein a fourth set of fasteners extend in the second direction to physically couple the rotor to the second decoupler.

14. The front end accessory drive as recited in claim 13, wherein fasteners in said first set alternate with fasteners in said second set.

15. The front end accessory drive of claim 13, wherein the fasteners in the third set alternate with the fasteners in the fourth set.

Technical Field

The present description relates generally to an isolator configured to reduce noise and vibration of an alternator and/or a belt driven integrated starter-generator (BISG).

Background

Poly-wedge belt (Poly-wedge belt) accessory drive systems have been widely used in engine Front End Accessory Drive (FEAD) systems. The FEAD system may include one or more of a crankshaft pulley, a v-belt, a tensioner, an idler pulley, and some drive pulleys (e.g., an alternator or BISG pulley, an air compressor pulley, a water pump pulley, a power steering pulley, a fan drive pulley, etc.). The dynamic characteristics of the FEAD system may include pulley vibration and tensioner arm sway, tension fluctuations per belt span (belt span), slip between the belt and the pulley, and the like.

Increasing tensioner damping and/or increasing initial belt tension may improve the dynamic characteristics of the FEAD system. However, higher tensioner damping and higher material properties may result in higher manufacturing costs. The higher initial belt tension can increase the natural frequency of each belt span and avoid resonance in the normal rotation range of the engine; higher initial belt tensions may shorten belt life and increase the hubload per pulley, which may lead to fatigue and accelerated degradation of bearings and accessory shafts.

In the FEAD system, the rotor inertia of the alternator or BISG is relatively large and its rotational speed is typically 2 to 3 times the rotational speed of the crankshaft. The alternator or BISG pulley vibrates more than the other FEAD system components and the slip rate between the pulley and the belt is typically greatest, so that the belt wound around the alternator or BISG pulley may deteriorate most quickly. Therefore, in order to reduce the dynamic characteristic effects from the alternator or BISG, an over running alternator decoupler (OAD) is installed between the alternator or BISG pulley and the rotor of the alternator or BISG.

OAD aims to improve FEAD system dynamics: when the alternator or BISG pulley accelerates relative to the alternator shaft, the one-way clutch engages and power transmitted to the alternator pulley will be transmitted to the following components in turn: a clutch outer ring, a clutch inner ring, an alternator shaft, a flexible laminate film, and an alternator rotor. The pulley and the rotor will rotate together. However, when the pulley decelerates relative to the alternator or BISG shaft, the one-way clutch disengages and the alternator rotor and its shaft will overrun and rotate freely. To reduce vibration of the alternator or BISG, slippage of the belt and alternator or BISG pulley, and impact of the alternator or BISG on the FEAD system, vibration between the alternator or BISG and the FEAD system will be decoupled. This requires a suitable torsion spring rate and damping.

In an exemplary OAD configuration, the torsion spring is mounted in a carriage that limits the inner diameter of the torsion spring and requires a higher manufacturing process design. By reducing the inner diameter of the torsion spring and maintaining the spring cross-sectional area, greater torsional stiffness can be achieved. However, this may not improve the isolation between the alternator or BISG and the FEAD system. Other examples of OAD structures have the same pitch, the same spring inner diameter, and the same cross-sectional area, which will provide a constant (e.g., linear) torsional stiffness (e.g., a linear torsional stiffness curve). Thus, OADs can only be separated over a small frequency range.

An exemplary method is shown in us patent application No. 2019/0010995 to Choi et al. Wherein a sprag hub and sprag limiter are used in combination to allow the axle hub to rotate in one direction based on the pulley movement. By so doing, it is possible to reduce vibration and noise generated between the pulley and the alternator.

However, the inventors have recognized some of the problems with the above described approach. For example, axial, lateral, and angular displacements may occur during the useful life of the alternator or BISG, which may result in unwanted noise and vibration. The separators of the previous examples, due to their rigidity, may not be suitable for compensating for these variations in alternator geometry, resulting in a poor user experience.

Disclosure of Invention

As one example, the flexible laminar separator may include a non-linear torsional stiffness that may allow it to mitigate vibration and noise over a greater range than the previous examples described above. The decoupler can compensate for axial, lateral, and angular displacements between the drive shaft and the one-way clutch by bending in a desired direction to reduce misalignment between the drive shaft and the one-way clutch, which would otherwise undesirably increase noise and vibration.

It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Additionally, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.

Drawings

FIG. 1 illustrates an engine of a hybrid vehicle;

FIG. 2 schematically illustrates an example of a vehicle propulsion system;

FIG. 3A shows a perspective view of an isolator in the one-way clutch;

FIG. 3B shows a detailed path of the isolator;

4A, 4B, and 4C illustrate various layouts between the one-way clutch and the alternator shaft;

FIG. 5 shows a torsional stiffness graph of the isolator;

FIG. 6 illustrates an exemplary FEAD having an alternator;

FIG. 7 illustrates an exemplary FEAD with a BISG;

FIG. 8A shows an example of a one-way clutch including a stacked isolator;

FIG. 8B illustrates a cross-section of the one-way clutch taken along a cutting plane;

FIG. 8C shows a cross-sectional view of the one-way clutch; and is

FIG. 9 shows an example of a one-way clutch including a spring.

Fig. 3A, 3B and 8A-8C are shown substantially to scale.

Detailed Description

The following description relates to a decoupler for an alternator or electric motor. The decoupler may be integrated into an engine Front End Accessory Drive (FEAD) system, wherein the decoupler may reduce vibration and noise from the alternator or belt driven integrated starter-generator (BISG). Fig. 1 and 2 show examples of an engine including an electric motor.

The decoupler can be included in an overrunning alternator pulley configuration in combination with a one-way clutch, as shown in fig. 3A. The separator may comprise a flexible material, wherein the material is flexible about a three-dimensional axis system so as to allow the separator to isolate inertia in a rotational dimension. Fig. 3B shows a detailed view of the separator. The decoupler is also configured to compensate for displacement in one or more of an axial, lateral, or angular displacement between the one-way clutch and the drive shaft, as shown in fig. 4A, 4B, and 4C. Figure 5 graphically illustrates the nonlinear torsional stiffness of the separator.

Fig. 6 shows an exemplary configuration of a FEAD arrangement including an alternator. Fig. 7 shows an exemplary configuration of a FEAD arrangement including a BISG.

Fig. 8A, 8B, and 8C illustrate additional embodiments of one-way clutches including stacked separators. A one-way clutch with a stacked decoupler can be incorporated into the FEAD arrangement of fig. 6 and 7. Fig. 9 shows an example of a roller type one-way clutch.

Fig. 1, 3A, 3B, 4A-4C, and 9 illustrate exemplary configurations under relative positioning of various components according to the present disclosure. If shown as being in direct contact or directly coupled to each other, such elements may be referred to as being in direct contact or directly coupled, respectively, at least in one example. Similarly, elements shown as abutting or adjacent to one another may abut or be adjacent to one another, respectively, at least in one example. By way of example, components that are in coplanar contact with each other may be referred to as coplanar contacts. As another example, in at least one example, elements that are positioned apart from one another may be referred to as such only if there is space between them and no other components. As yet another example, elements on two sides opposite each other or on left/right sides of each other that are shown above/below each other may be referred to as being so with respect to each other. Further, as shown, in at least one example, the topmost element or the topmost point of an element may be referred to as the "top" of the component, and the bottommost element or the bottommost point of an element may be referred to as the "bottom" of the component. As used herein, top/bottom, upper/lower, above/below may be with respect to a vertical axis of the figures and are used to describe the positioning of elements of the figures with respect to each other. Thus, in one example, an element shown as being above other elements is positioned vertically above the other elements. As yet another example, the shapes of elements depicted in the figures may be referred to as having those shapes (e.g., such as rounded, rectilinear, planar, curved, rounded, chamfered, angled, etc.). Further, in at least one example, elements shown as crossing each other can be referred to as crossing elements or crossing each other. Still further, in one example, an element shown as being within another element or shown as being outside another element may be referred to as such. It should be understood that one or more components referred to as "substantially similar and/or identical" may differ from one another by manufacturing tolerances (e.g., within a 1% to 5% deviation).

FIG. 1 shows a schematic depiction of a hybrid vehicle system 6 in which propulsion power may be derived from an engine system 8 and/or an on-board energy storage device. An energy conversion device (such as a generator) is operable to absorb energy from vehicle motion and/or engine operation, and then convert the absorbed energy into a form of energy suitable for storage by the energy storage device.

The engine system 8 may include an engine 10 having a plurality of cylinders 30. The engine 10 includes an engine intake 23 and an engine exhaust 25. The engine intake 23 includes an intake throttle 62 fluidly coupled to the engine intake manifold 44 via an intake passage 42. Air may enter intake passage 42 via an air cleaner 52. The engine exhaust 25 comprises an exhaust manifold 48, which exhaust manifold 48 opens into an exhaust channel 35 that leads exhaust gases to the atmosphere. The engine exhaust 25 may include one or more emission control devices 70 mounted in a close-coupled or remote underbody location. The one or more emission control devices may include a three-way catalyst, a lean NOx trap, a diesel particulate filter, an oxidation catalyst, and/or the like. It should be understood that other components (such as various valves and sensors) may be included in the engine, as further detailed herein. In some embodiments, in which the engine system 8 is a supercharged engine system, the engine system may further include a supercharging device, such as a turbocharger (not shown).

The vehicle system 6 may also include a control system 14. The control system 14 is shown receiving information from a plurality of sensors 16 (various examples of which are described herein) and sending control signals to a plurality of actuators 81 (various examples of which are described herein). As one example, sensors 16 may include an exhaust gas sensor 126, a temperature sensor 128, and a pressure sensor 129 located upstream of the emission control device. Other sensors, such as additional pressure sensors, temperature sensors, air-fuel ratio sensors, and composition sensors, may be coupled to various locations in the vehicle system 6. As another example, the actuator may include a throttle 62.

The controller 12 may be configured as a conventional microcomputer including a microprocessor unit, input/output ports, read only memory, random access memory, keep alive memory, a Controller Area Network (CAN) bus, and the like. Controller 12 may be configured as a Powertrain Control Module (PCM). The controller may transition between sleep and awake modes for additional energy efficiency. The controller may receive input data from various sensors, process the input data, and trigger the actuator in response to the processed input data based on instructions or code programmed in the processed input data corresponding to one or more programs.

In some examples, hybrid vehicle 6 includes multiple torque sources available to one or more wheels 59. In other examples, the vehicle 6 is a conventional vehicle having only an engine or an electric vehicle having only one or more electric machines. In the illustrated example, the vehicle 6 includes an engine 10 and a motor 51. The electric machine 51 may be a motor or a motor/generator. When one or more clutches 56 are engaged, the crankshaft of engine 10 and electric machine 51 may be connected to wheels 59 via transmission 54. In the depicted example, the first clutch 56 is disposed between the crankshaft and the electric machine 51, and the second clutch 56 is disposed between the electric machine 51 and the transmission 54. Controller 12 may send signals to the actuator of each clutch 56 to engage or disengage the clutch to connect or disconnect the crankshaft with motor 51 and components connected to the motor, and/or to connect or disconnect motor 51 with transmission 54 and components connected to the transmission. The transmission 54 may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various ways, including as a parallel, series, or series-parallel hybrid vehicle.

The electric machine 51 receives power from the traction battery 61 to provide torque to the wheels 59. The electric machine 51 may also function as a generator to provide electrical power to charge the battery 61, for example, during braking operations.

In one example, the motor 51 may include a P0 architecture, wherein the motor is integrated into a Front End Accessory Drive (FEAD) 90. Additionally or alternatively, the FEAD 90 may include an alternator or BISG pulley separate from the electric machine 51. In this arrangement, the electric machine can replace the alternator in terms of function and packaging space. In one example, the electric machine 51 may be a belt integrated starter generator (BISG or electric machine) that may be configured to provide torque to the driveline or to generate electrical power. However, it should be understood that the architecture of the vehicle 6 may deviate from the P0 architecture (e.g., the P1 or P2 architecture) such that the electric machine 51 is not integrated into the FEAD and/or such that the electric machine 51 and alternator are present at the same time.

Regardless, as will be described in greater detail below, the inertial isolators are configured to provide isolation of the alternator and/or the BISG in the rotational dimension. The inertial isolator described herein may operate over a greater range than the isolator of the previous example. In one example, the inertial isolator includes a laminated film that provides non-linear isolation. The inertial isolator may be devoid of hydraulic fluid. In this way, torsion springs or other types of isolators can be omitted and the inertial isolators of the present disclosure can be used while providing enhanced inertial isolation over a greater range.

FIG. 2 illustrates an exemplary vehicle propulsion system 200, which may be used similarly to the hybrid vehicle system 6 of FIG. 1. The vehicle propulsion system 200 includes a fuel-fired engine 210 and a motor 220. By way of non-limiting example, engine 210 comprises an internal combustion engine and motor 220 comprises an electric motor. The use of engine 210 may be substantially similar to engine 10 of FIG. 1, and the use of motor 220 may be similar to electric machine 51 of FIG. 1. Motor 220 may be configured to utilize or consume a different energy source than engine 210. For example, engine 210 may consume a liquid fuel (e.g., gasoline) to produce an engine output, and motor 220 may consume electrical energy to produce a motor output. Thus, a vehicle having propulsion system 200 may be referred to as a Hybrid Electric Vehicle (HEV).

The vehicle propulsion system 200 may utilize a variety of different operating modes depending on the operating conditions encountered by the vehicle propulsion system. Some of these modes may enable engine 210 to maintain an off state (i.e., set to a deactivated state) in which fuel combustion is stopped at the engine. For example, under selected operating conditions, when engine 210 is deactivated, motor 220 may propel the vehicle via drive wheels 230, as indicated by arrow 222, which is referred to herein as electric-only operation.

In another example, the engine may be equipped with a start/stop (S/S) feature 293, wherein the engine 210 may be automatically shut off when the vehicle is not moving or when the vehicle speed is below a threshold speed, when the engine speed is below a threshold engine speed, or the like. Control system 290 may be coupled to engine 210 and S/S feature 293 for performing start-stop functions. Advantages of S/S functionality may include improved fuel economy over other vehicles that do not employ such technology. During start/stop, the vehicle may be propelled via the momentum of the vehicle rather than by engine 210 or motor 220.

Herein, "automatically" performing various vehicle functions (such as S/S) refers to performing the various functions without vehicle operator input. That is, the vehicle operator does not directly signal or request the S/S or other automatic function to be performed via the pressing of a dedicated actuator (such as a button). Thus, the automatic feature is automatically executed in response to the current operating conditions, and the operator may not directly signal the automatic feature.

During other conditions, engine 210 may be set to a deactivated state (as described above), and motor 220 may be operated to charge energy storage device 250. For example, the motor 220 may receive wheel torque from the drive wheels 230, as indicated by arrow 222, wherein the motor may convert kinetic energy of the vehicle into electrical energy for storage at the energy storage device 250, as indicated by arrow 224. This operation may be referred to as regenerative braking of the vehicle. Thus, in some examples, the motor 220 can provide a generator function. However, in other examples, the generator 260 may instead receive wheel torque from the drive wheels 230, wherein the generator may convert kinetic energy of the vehicle into electrical energy for storage at the energy storage device 250, as indicated by arrow 262. In some examples, engine 210 may be deactivated during regenerative braking and traction at drive wheels 230 may be negative such that motor 220 may rotate in reverse and recharge energy storage device 250. Thus, regenerative braking may be distinguished from electric-only operation, wherein motor 220 may provide positive traction at drive wheels 230, thereby reducing the SOC of energy-storage device 250 when engine 210 is deactivated.

During still other conditions, engine 210 may be operated by combusting fuel received from fuel system 240, as indicated by arrow 242. For example, when motor 220 is deactivated, engine 210 may be operated to propel the vehicle via drive wheels 230, as indicated by arrow 212, such as during charge sustaining operations. During other conditions, both engine 210 and motor 220 may each operate to propel the vehicle via drive wheels 230, as indicated by arrows 212 and 222, respectively. Configurations in which both the engine and the motor can selectively propel the vehicle may be referred to as parallel-type vehicle propulsion systems or hybrid propulsion devices. It should be noted that in some examples, motor 220 may propel the vehicle via a first set of drive wheels, and engine 210 may propel the vehicle via a second set of drive wheels.

In other examples, vehicle propulsion system 200 may be configured as a series type vehicle propulsion system, where the engine does not directly propel the drive wheels. Conversely, engine 210 may be operated to power motor 220, which in turn may propel the vehicle via drive wheels 230, as indicated by arrow 222. For example, during selected operating conditions, engine 210 may drive generator 260, as indicated by arrow 216, which in turn may supply electrical energy to one or more of motor 220 (as indicated by arrow 214) or energy storage device 250 (as indicated by arrow 262). As another example, the engine 210 may be operable to drive a motor 220, which in turn may provide a generator function to convert engine output to electrical energy, where the electrical energy may be stored at the energy storage device 250 for later use by the motor.

In other examples, the motor 220 may be configured to rotate the engine unfueled in a forward direction (e.g., a default orientation) or a reverse orientation, illustrated by arrow 286, using energy provided via the energy storage device 250.

Fuel system 240 may include one or more fuel storage tanks 244 for storing fuel on-board the vehicle. For example, fuel tank 244 may store one or more liquid fuels, including but not limited to: gasoline, diesel and alcohol fuels. In some examples, the fuel may be stored on-board the vehicle as a blend of two or more different fuels. For example, fuel tank 244 may be configured to store a blend of diesel and biodiesel, gasoline with ethanol (e.g., E10, E85, etc.), or a blend of gasoline with methanol (e.g., M10, M85, etc.), whereby such fuels or fuel blends may be delivered to engine 210, as indicated by arrow 242. Other suitable fuels or fuel blends may also be supplied to the engine 210, where they may be combusted at the engine to produce an engine output. The engine output may be used to propel the vehicle, as indicated by arrow 212, or to recharge energy storage device 250 via motor 220 or generator 260.

In some examples, the energy storage device 250 may be configured to store electrical energy that may be supplied to other electrical loads (other than motors) resident on the vehicle, including cabin heating and air conditioning, engine starting, headlights, cabin audio and video systems, and the like. As a non-limiting example, the energy storage device 250 may include one or more batteries and/or capacitors. In some examples, increasing the electrical energy supplied from energy storage device 250 may decrease the electric-only operating range, as will be described in more detail below.

The control system 290 may be in communication with one or more of the engine 210, the motor 220, the fuel system 240, the energy storage device 250, and the generator 260. In some examples, the use of the control system 290 may be similar to the controller 12 of fig. 1. The control system 290 may receive sensory feedback information from one or more of the engine 210, the motor 220, the fuel system 240, the energy storage device 250, and the generator 260. Further, the control system 290 may send control signals to one or more of the engine 210, the motor 220, the fuel system 240, the energy storage device 250, and the generator 260 in response to the sensory feedback. In some examples, control system 290 may receive an indication of an operator requested output of the vehicle propulsion system from vehicle operator 202. For example, the control system 290 may receive sensory feedback from a pedal position sensor 294 in communication with the pedal 292. Pedal 292 may be schematically referred to as a brake pedal and/or an accelerator pedal. Further, in some examples, the control system 290 may communicate with a remote engine start receiver 295 (or transceiver) that receives the wireless signal 206 from a key fob 204 having a remote start button 205. In other examples (not shown), a remote engine start may be initiated via a cell phone or smartphone-based system, where the user's cell phone sends data to a server and the server communicates with the vehicle to start the engine.

In some examples, additionally or alternatively, the vehicle propulsion system 200 may be configured to operate autonomously (e.g., without a human vehicle operator). Thus, control system 290 may determine one or more desired operating engine conditions based on the estimated current driving conditions.

The energy storage device 250 may periodically receive electrical energy from a power source 280 (e.g., not part of the vehicle) residing outside of the vehicle, as indicated by arrow 284. As a non-limiting example, the vehicle propulsion system 200 may be configured as a plug-in HEV, whereby electrical energy may be supplied from the power source 280 to the energy storage device 250 via the electrical energy transfer cable 282. During operation to recharge energy storage device 250 from power supply 280, electrical transmission cable 282 may electrically couple energy storage device 250 with power supply 280. When the vehicle propulsion system is operated to propel the vehicle, electrical transmission cable 282 may be disconnected between power supply 280 and energy storage device 250. The control system 290 may identify and/or control an amount of electrical energy stored at the energy storage device, which may be referred to as a state of charge (SOC).

In other examples, electrical transmission cable 282 may be omitted, wherein electrical energy may be received wirelessly from power source 280 at energy storage device 250. For example, the energy storage device 250 may receive electrical energy from the power supply 280 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Thus, it should be understood that energy storage device 250 may be recharged from a power source that does not form part of the vehicle using any suitable method. In this way, motor 220 may propel the vehicle by utilizing an energy source other than the fuel utilized by engine 210.

The fuel system 240 may periodically receive fuel from a fuel source residing outside the vehicle. By way of non-limiting example, vehicle propulsion system 200 may be refueled by receiving fuel via fuel distribution device 270, as indicated by arrow 272. In some examples, fuel tank 244 may be configured to store fuel received from fuel dispensing device 270 until the fuel is supplied to engine 210 for combustion. In some examples, control system 290 may receive an indication of the level of fuel stored at fuel tank 244 via a fuel level sensor. The level of fuel stored at the fuel tank 244 (e.g., as identified by a fuel level sensor) may be communicated to a vehicle operator, for example, via a fuel gauge or indication in a vehicle instrument panel 296.

The vehicle propulsion system 200 may also include an ambient temperature/humidity sensor 298, and roll stability control sensors, such as lateral and/or longitudinal and/or yaw rate sensors 299. The vehicle dashboard 296 may include indicator lights and/or a text-based display in which messages are displayed to an operator. The vehicle dashboard 296 may also include various input portions for receiving operator inputs, such as buttons, a touch screen, voice input/recognition, and the like. For example, the vehicle dashboard 296 may include a refuel button 297 that may be manually actuated or depressed by a vehicle operator to initiate refueling.

Control system 290 may be communicatively coupled to other vehicles or infrastructure using suitable communication techniques as known in the art. For example, the control system 290 may be coupled to other vehicles or infrastructure via a wireless network 231, which may include Wi-Fi, bluetooth, some type of cellular service, wireless data transfer protocols, and so forth. The control system 290 may broadcast (and receive) information about vehicle data, vehicle diagnostics, traffic conditions, vehicle location information, vehicle operating procedures, etc. via vehicle-to-vehicle (V2V), vehicle-to-infrastructure-to-vehicle (V2I2V), and/or vehicle-to-infrastructure (V2I or V2X) technology. Communication between vehicles and information exchanged between vehicles may be direct between vehicles or may be multi-hop. In some examples, longer range communications (e.g., WiMax) may be used instead of V2V or V2I2V or in conjunction with V2V or V2I2V to extend coverage over miles. In other examples, the vehicle control system 290 may be communicatively coupled to other vehicles or infrastructure via the wireless network 231 and the internet (e.g., the cloud), as is known in the art. One example of a V2V communication device may include a Dedicated Short Range Communication (DSRC) network that may allow vehicles within a threshold proximity (e.g., 5,000 feet) to communicate (e.g., transmit information) without internet connectivity.

The vehicle system 200 may also include an in-vehicle navigation system 232 (e.g., a global positioning system) that may interact with the vehicle operator. The navigation system 232 may include one or more position sensors to assist in estimating vehicle speed, vehicle altitude, vehicle position/location, and the like. This information may be used to infer engine operating parameters, such as local atmospheric pressure. As discussed above, the control system 290 may also be configured to receive information via the internet or other communication network. The information received from the GPS may be cross-referenced with information available via the internet to determine local weather conditions, local vehicle regulations, and the like.

In some examples, the vehicle propulsion system 200 may include one or more onboard cameras 235. For example, onboard camera 235 may transmit photos and/or video images to control system 290. In some examples, an onboard camera may be used, for example, to record images within a predetermined radius of a vehicle. The onboard camera 235 may be disposed on an exterior surface of the vehicle such that an area around and/or near the vehicle may be visualized.

The controller 12 may be configured as a conventional microcomputer including a microprocessor unit, input/output ports, read only memory, random access memory, keep alive memory, a Controller Area Network (CAN) bus, and the like. Controller 12 may be configured as a Powertrain Control Module (PCM). The controller may transition between sleep and awake modes for additional energy efficiency. The controller may receive input data from various sensors, process the input data, and trigger the actuator in response to the processed input data based on instructions or code programmed in the processed input data corresponding to one or more programs.

Turning now to fig. 3A, an embodiment of an isolator 301 in a vehicle system 300 is shown. In one example, the separator 301 is a flexible membrane separator 301. In the example of fig. 3A, isolator 301 is shown as part of an alternator 310 system, where isolator 301 may be tuned for a belt drive system to reduce vibration, which may result in less belt noise and a smoother, more efficient accessory belt drive system.

An axis system 390 is provided for reference, which includes three axes, namely an x-axis parallel to the horizontal direction, a y-axis parallel to the vertical direction, and a z-axis perpendicular to the x-axis and the y-axis. In the example of fig. 3A, the central axis 399 of the alternator system 310 and its components (including the separator 301) is parallel to the x-axis. As will be described herein, due to the flexibility of the separator 301, the separator is configured to bend along each of the x, y, and z axes.

The alternator system 310 includes a pulley 312, inner and outer rings 314, 316 of a one-way clutch 318, a drive shaft 322, and a rotor 324. Drive shaft 322 may be coupled to pulley 312 via one-way clutch 318. Thus, during some conditions, rotation of drive shaft 322 may cause pulley 312 to rotate. In one example, additionally or alternatively, the pulley 312 is disposed at least partially between the inner ring 314 and the outer ring 316.

The one-way clutch 318 may include a free-wheeling configuration or a co-rotating configuration. In an example of a freewheeling configuration, the one-way clutch 318 may disconnect the drive shaft 322 from the inner race 314 in response to the drive shaft 322 rotating faster than the inner race 314 and/or the pulley 312, which may occur during a deceleration event. In the example of a freewheel wedge clutch, the roller of the wedge may slip when rotating in a first direction, however, if torque is applied to rotate the wedge in a second direction, the roller may tilt and wedge itself, resulting in a binding action that may prevent rotation in the second direction.

It should be understood that the rotor 324 may be the rotor of the motor 51 of fig. 1. As previously described, rotor 324 may also be an alternator rotor or an electric motor rotor that is part of FEAD system 90 of engine 10 of fig. 1.

The pulley 312 may be coupled to the rotor 324 via a ball bearing, which may allow the pulley 312 to rotate freely during some conditions (such as a braking event). The rotor 324 may be coupled to the housing via a pair of bearings, as opposed to ball bearings.

The spacer 301 may be disposed at a position outside the circumference of the driving shaft 322. Isolator 301 may be configured to compensate for axial, lateral, and/or angular displacements between one-way clutch 318 and drive shaft 322. More specifically, as shown in fig. 4A, isolator 301 is configured to compensate for axial displacement 410 between inner race 314 of one-way clutch 318 and drive shaft 322. Further, as shown in fig. 4B, isolator 301 may be configured to compensate for lateral displacement 420 of inner race 314 of one-way clutch 318 and drive shaft 322. Additionally, as shown in fig. 4C, isolator 301 may be configured to compensate for angular displacement 430 of inner ring 314 of one-way clutch 318 and drive shaft 322. In one example, the displacement may be due to manufacturing inaccuracies, deformation under load, and/or temperature changes during operation.

In one example, the isolator 301 is a laminated film having a nonlinear torsional stiffness. Thus, the isolator 301 may be configured to compensate for displacement between the inner ring 314 and the drive shaft 322 in different directions (including rotational dimensions). Figure 5 graphically illustrates nonlinear torsional stiffness via graph 500. Wherein as the angle of angular displacement increases, the torque load (e.g., torsional stiffness) also increases, wherein the torque load increases at a higher rate than the linear rate. As noted above, the previous examples of separators have linear torsional stiffness, resulting in undesirable NVH during some conditions. That is, the isolator of the present disclosure may operate over a greater frequency range for the alternator/BISG relative to the previous example. One example frequency of the larger frequency range may include first order engine torsional vibrations that may occur near idle speed. Isolator 301 may be configured to reduce and/or eliminate resonances associated with first order engine torsional vibrations.

By laminating the separator 301, it may comprise two or more layers of material on the outer surface of the membrane. In one example, the separator 301 includes a cold rolled steel sheet or a surface-treated spring steel sheet configured with a laminated film. Moreover, the isolator can be easily manufactured and have a long life without the need for lubrication or maintenance, thereby reducing manufacturing and operating costs. The laminated film may compensate for axial, lateral and/or angular displacements due to manufacturing, assembly misalignment, deformation under load, and temperature changes during operation (which may be due to elastic deformation). The number of laminated films used may vary for different transmission torques. It can mitigate high frequency vibrations and low frequency shocks due to its nonlinear torsional stiffness (see fig. 5). The number of holes of the laminated film, the shape and thickness of the laminated film may be adjusted according to various applications. The laminate may include a circle, triangle, square, rectangle, polyhedron, or other similar shape. The laminate film may have 4 holes, 6 holes, etc. with a thickness between 0.15mm and 0.5 mm. Furthermore, and as described in more detail below, the coupled configuration of the laminated films may reduce shock and vibration and compensate for axial, lateral, and angular displacements.

Turning to fig. 3B, a front view 350 of isolator 301 is shown. The front view 350 reveals a central opening 334 through which the drive shaft 322 may extend. The front view 350 further illustrates a plurality of openings 332 symmetrically disposed between the central opening 334 and the outer circumference of the isolator 301. In one example, the plurality of openings 332 may be divided into pairs including a first pair 352 and a second pair 354. The openings of the first pair 352 may be sandwiched between the openings of the second pair 354 such that the openings of the first pair and the openings of the second pair alternate with each other. The rotor 324 may be physically coupled to the isolator 301 via a first pair 352, and the drive shaft 322 may be physically coupled to the isolator 301 via a second pair 354.

As shown in fig. 3A, the separator 301 includes an annular cross-section taken in a direction perpendicular to the central axis 399. In other words, the separator 301 includes a cylindrical shape having a hollow interior. Thus, the isolator 301 may not be shaped as a coil spring. Further, the separator 301 may be free of hydraulic fluid.

Turning now to fig. 6, an embodiment 600 of a FEAD system is shown that includes a belt 620 at least partially surrounding each of a crankshaft 610, a tensioner 611, a fan 612, an alternator 614, an idler pulley 616, and an air compressor 618. A multi-wedge 619 is disposed at tensioner 611.

Turning now to fig. 7, an embodiment 700 of a FEAD system is shown that includes a belt 720 at least partially surrounding each of a crankshaft 710, a first idler 711, a water pump 712, a second idler 713, a first tensioning pulley 714, an integrated starter/generator 715, and a second tensioning pulley 716. The multi-wedge 717 is coupled to the first tension pulley 714, the integrated starter/generator 715, and the second tension pulley 716.

Turning now to fig. 8A, an embodiment 800 of a pulley 810 including a one-way clutch 812 configured to surround an exterior of a shaft 814 is shown. A seal 816 may be positioned at a first end of the shaft 814. A seal cover 816 may cover each of the alternator shaft 814 and the one-way clutch 812.

The first lamination separator 822 may be disposed at a second end of the alternator shaft 814, where the second end is opposite the first end. Additionally, the first lamination separator 822 is disposed at a first end of the connecting shaft 820 such that the first lamination separator 822 is positioned directly between the alternator shaft 814 and the connecting shaft 820. The second stacked separator 824 may be disposed at a second end of the connecting shaft 820, where the second end is opposite the first end. The second stacked separator 824 may be positioned between the connecting shaft 820 and the rotor 830.

Each of the first and second stacked separators 822, 824 may include a plurality of nuts 826 through which fasteners 828 may be threaded to physically couple the separator to the shaft 814, the connecting shaft 820, and the rotor 830.

In one example, an automotive engine alternator or BISG roller one-way clutch release includes an alternator or BISG pulley 810 press-fit between an inner ring 812A of a one-way clutch 812 and a shaft 814 of the alternator or BISG. The first laminated film 822 connects the shaft 814 of the alternator or BISG to one end of the connection shaft 820. The second laminate film 824 connects the other end of the connection shaft 820 with the rotor 830 of the alternator or BISG. The rotor 830 of the alternator or BISG is supported by ball bearings 832 and is located on the pulley 810 of the alternator or BISG. Ball bearing 832 is press fit between the ball bearing outer surface and pulley 810. More specifically, a ball bearing 832 is press fit between the ball bearing outer surface and the rotor 830 of the alternator or BISG.

In one example, pulley 810 is a non-limiting example of alternator pulley 312 of fig. 3A. One-way clutch 812 is a non-limiting example of one-way clutch 318 of FIG. 3A. The first stacked separator 822 and/or the second stacked separator 824 are non-limiting examples of the separator 301 of fig. 3A.

Fig. 8B shows a cross section 850 of pulley 810 taken along a cutting plane parallel to central axis 899. Fig. 8C shows a partial cross-sectional view of the pulley 810. In fig. 8C, the fasteners 828 are divided into several groups including a first bolt 882 in a first set of bolts, a second bolt 884 in a second set of bolts, a third bolt 886 in a third set of bolts, and a fourth bolt 888 in a fourth set of bolts. By orienting different sets of bolts in opposite directions, the force load applied to the laminated film may be more evenly distributed, such that the service life may be extended and the user experience enhanced.

A first bolt 882 extends in a first direction and physically couples the shaft 814 to the first stacked separator 822. A second bolt 884 extends in a second direction opposite the first direction and physically couples the connecting shaft 820 to the first stack separator 822. A third bolt 886 extends in the first direction and physically couples the connecting shaft 820 to the second stacked separator 824. The fourth bolt 888 extends in the second direction and physically couples the rotor 830 to the second stacked separator 824.

Turning to FIG. 9, a roller one-way clutch release 812 for an alternator or BISG is shown. The roller one-way clutch release 900 includes an outer race 902 having the same rotational speed. The inner ring 904 rotates relative to an alternator shaft (such as shaft 814 of fig. 8A). The inner ring 904 is disposed on the inner roller 906 of the roller one-way clutch separator 900. A plurality of coil springs 908 are disposed on the directionally biased pressure roller between the inner ring 904 and the outer ring 902.

The roller holding portion may include a predetermined wedge angle. On the inner ring 904, a holder for a plurality of helical springs 908 is arranged, wherein the roller 906 is arranged in the roller holder and is pressed into the narrowest pusher of the roller holder via the plurality of helical springs 908.

The roller holding portion is provided with a lubricant to reduce wear and deterioration of the contact surfaces between the inner roller 906, the inner ring 904, and the outer ring 902 of the one-way clutch 812. Seal cover 816 rests on a flange of roller one-way clutch 812, which serves to prevent contamination of the clutch and defines the volume of lubricant that the clutch maintains in.

In other words, the predetermined wedge angle may correspond to a gap out of which the inner roller 906 may move when the one-way clutch overruns. However, when the gears are driven by the clutch, the inner rollers 906 may contact the inner surface of the gap and drive the drive shaft.

As such, the FEAD system may include an isolator configured as a flexible laminated membrane separator configured to limit vibration and noise over a greater frequency range than previous examples including springs and dampers utilizing hydraulic fluid. The technical effect of stacking the separators is to provide a nonlinear torsional stiffness, thereby enabling the flexible stacked separators to compensate for axial, lateral, and angular displacements between the one-way clutch and the drive shaft. By doing so, the user experience may be enhanced over a greater range of engine operating conditions.

An embodiment of a system includes a drive shaft coupled to a pulley, wherein a flexible laminated membrane separator is disposed at an interface between the drive shaft and a rotor.

The first example of the system further includes wherein the rotor is an integrated starter/generator rotor.

A second example of the system optionally including the first example further includes wherein the rotor is an alternator rotor.

A third example of the system, optionally including one or more of the preceding examples, further includes wherein the flexible laminated membrane separator is one of a plurality of flexible laminated membrane separators.

A fourth example of the system, optionally including one or more of the preceding examples, further includes wherein the flexible laminated membrane separator comprises a cold rolled steel sheet.

A fifth example of the system, optionally including one or more of the preceding examples, further comprises wherein the flexible laminated membrane separator comprises a surface treated spring steel plate.

A sixth example of the system, optionally including one or more of the preceding examples, further includes wherein the flexible laminated membrane separator includes a plurality of openings including a first pair and a second pair, wherein the first pair is coupled to the drive shaft and the second pair is coupled to the rotor.

A seventh example of the system, optionally including one or more of the preceding examples, further includes wherein the openings of the first pair and the second pair alternate, and wherein the openings of the first pair are sandwiched by the openings of the second pair.

An embodiment of a front end accessory drive includes a flexible laminated separator configured to flex in an axial, transverse, and angular direction relative to a central axis of a one-way clutch and a shaft.

The first example of the front end accessory drive further includes wherein the shaft is an alternator shaft.

A second example of the front end accessory drive optionally including the first example further includes wherein the shaft is a belt integrated starter/generator shaft.

A third example of the front end accessory drive, optionally including one or more of the preceding examples, further includes wherein the decoupler is one of a plurality of decouplers, and wherein the shaft is a first shaft, wherein a first decoupler is disposed between the first shaft and a second shaft, and wherein a second decoupler is disposed between the second shaft and a rotor, wherein the second shaft is different than the first shaft.

A fourth example of the front end accessory drive, optionally including one or more of the preceding examples, further includes wherein a first set of fasteners extends in a first direction to physically couple the first shaft to the first separator, wherein a second set of fasteners extends in a second direction opposite the first direction to physically couple the second shaft to the first separator, wherein a third set of fasteners extends in the first direction to physically couple the second shaft to the second separator, and wherein a fourth set of fasteners extends in the second direction to physically couple the rotor to the second separator.

A fifth example of the front end accessory drive, optionally including one or more of the preceding examples, further includes wherein the fasteners in the first set alternate with the fasteners in the second set.

A sixth example of the front end accessory drive, optionally including one or more of the preceding examples, further includes wherein the fasteners in the third set alternate with the fasteners in the fourth set.

An example of an engine system includes: a pulley system comprising a drive shaft, a one-way clutch, a connecting shaft, and a rotor, further comprising a first flexible laminated film disposed between the drive shaft and the connecting shaft; and a second flexible laminated film is disposed between the connecting shaft and the rotor, wherein each of the first flexible laminated film and the second flexible laminated film is configured to bend in an axial direction, a lateral direction, and an angular direction with respect to a central axis of the driving shaft and the connecting shaft.

The first example of the engine system further includes wherein the rotor is an alternator rotor or a belt integrated starter/generator rotor.

The second example of the engine system optionally including the first example further includes wherein the first flexible laminate film and the second flexible laminate film are not springs.

A third example of the engine system that optionally includes one or more of the preceding examples further includes wherein the first flexible laminated film and the second flexible laminated film are free of hydraulic fluid.

A fourth example of the engine system, optionally including one or more of the preceding examples, further includes wherein a first set of fasteners extends in a first direction to physically couple the drive shaft to the first flexible laminate film, wherein a second set of fasteners extends in a second direction opposite the first direction to physically couple the connecting shaft to the first flexible laminate film, wherein a third set of fasteners extends in the first direction to physically couple the connecting shaft to the second flexible laminate film, and wherein a fourth set of fasteners extends in the second direction to physically couple the rotor to the second flexible laminate film.

It should be noted that the exemplary control and estimation routines included herein may be used with various engine and/or vehicle system configurations. The control methods and programs disclosed herein may be stored as executable instructions in a non-transitory memory and executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various acts, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts, operations, and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts, operations, and/or functions may graphically represent code to be programmed into the non-transitory memory of the computer readable storage medium in the engine control system, wherein the described acts are performed by executing instructions in conjunction with the electronic controller in the system including the various engine hardware components.

It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above-described techniques may be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.

As used herein, unless otherwise specified, the term "about" is to be construed as meaning ± 5% of the stated range.

The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.