Silicone oil fan clutch and vehicle

Abstract

The present disclosure provides a silicone oil fan clutch and a vehicle, which relate to the field of vehicle clutch technology, wherein the silicone oil fan clutch includes a housing, a driven disc, an oil inlet valve plate and an oil return valve plate. A fan is provided on the outside of the housing. The front end face of the driven disc is provided with a primary oil return hole and a secondary oil return hole, and the edge of the rear end face is provided with a primary oil inlet hole and a secondary oil inlet hole that are oppositely arranged and spaced apart. The area of ​​the primary oil inlet hole is larger than that of the secondary oil inlet hole. The oil inlet valve plate controls the primary oil inlet hole and the secondary oil inlet hole to be closed when the clutch is in a disengaged state, and as the oil inlet valve plate rotates, the primary oil inlet hole and the secondary oil inlet hole are opened in sequence. The oil return valve plate controls the primary oil return hole and the secondary oil return hole to be completely sealed when the clutch is in a disengaged state. The clutch adds an oil return valve plate for sealing the return hole, and improves the design of the oil inlet hole, thereby increasing the proportion of time the fan is in a primary engagement state, reducing the power consumption of the whole vehicle, and improving the NVH performance of the whole vehicle.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of vehicle clutches, and in particular relates to a silicone oil fan clutch and a vehicle. Background Art

[0002] The common silicone oil fan clutches on the market today are mainly of two types: two-speed and three-speed. Compared with the two-speed clutch, the three-speed clutch achieves stepless speed regulation of the ordinary silicone oil fan clutch by dividing the meshing cavity into two layers and equipping it with two-stage oil inlet holes.

[0003] In the related art, the design of the three-speed clutch has the following three problems: the first problem is that the return oil hole is always in an open state, and the fan may stop at any position after parking. The action of gravity causes part of the silicone oil to flow back into the meshing chamber, causing the fan to be in a fully meshed state when the vehicle is cold-started, which not only prolongs the startup time but also increases fuel consumption; the second problem is that the control method design is defective. The two-stage oil inlet hole is designed to adjust the fan speed, but in actual application, the control method of the second speed and the third speed is not reasonable. The temperature range of the two is set too narrow, and the increase in the fan speed is not smooth enough, which makes it easy for the fan to jump directly from the second speed to the third speed, resulting in a sudden change in the noise of the whole vehicle and additional power consumption waste; the third problem is that due to the inherent technical limitations of ordinary silicone oil fans, there is a large delay in the fan switching from the separated state to the fully meshed state. This delay will cause the water temperature to rise sharply when the vehicle is working under high load. In order to avoid a sharp rise in the water temperature, it is usually necessary to equip a fan with a larger margin, which will further lead to an increase in the power consumption of the whole vehicle and a decrease in NVH performance. Summary of the Invention

[0004] The present disclosure provides a silicone oil fan clutch and a vehicle, aiming to at least to some extent solve the technical problems in the related art of wasted fuel consumption and poor NVH performance due to the oil return hole being constantly open and unreasonable fan speed control.

[0005] At least one embodiment of the present disclosure provides a silicone oil fan clutch, comprising:

[0006] a housing, wherein a fan is provided on the outer side of the housing;

[0007] A driven disc, the driven disc being mounted on the housing, the front face of the driven disc being provided with a primary oil return hole and a secondary oil return hole symmetrically distributed around the center of the driven disc, and the rear face edge of the driven disc being provided with a primary oil inlet hole and a secondary oil inlet hole arranged oppositely and spaced apart, the area of ​​the primary oil inlet hole being larger than the area of ​​the secondary oil inlet hole;

[0008] an oil inlet valve plate, the oil inlet valve plate being mounted on a first plane of the driven disc at locations of the primary oil inlet hole and the secondary oil inlet hole and rotating about a center of the driven disc, the oil inlet valve plate being arranged so that the primary oil inlet hole and the secondary oil inlet hole are both closed when the silicone oil fan clutch is in a disengaged state, and the primary oil inlet hole and the secondary oil inlet hole are opened in sequence as the oil inlet valve plate rotates; and

[0009] The oil return valve plate is installed on the second plane of the driven disc where the primary oil return hole and the secondary oil return hole are located and rotates around the center of the driven disc. The setting of the oil return valve plate allows the two ends of the oil return valve plate to completely seal the primary oil return hole and the secondary oil return hole in the separated state.

[0010] In the silicone oil fan clutch provided by at least one embodiment of the present disclosure, a set interval matching the fan speed is provided between the primary oil inlet hole and the secondary oil inlet hole, the oil inlet valve plate rotates counterclockwise in the first plane, and the shape of the primary oil inlet hole is configured such that a change in the hole area of ​​the primary oil inlet hole gradually decreases in the counterclockwise rotation direction of the oil inlet valve plate, and the silicone oil fan clutch further includes:

[0011] a first-stage meshing cavity, the first-stage meshing cavity being arranged inside the housing and being communicated with the first-stage oil inlet hole;

[0012] The secondary meshing cavity is arranged inside the shell and is communicated with the secondary oil inlet hole.

[0013] In the silicone oil fan clutch provided in at least one embodiment of the present disclosure, the shapes of the primary oil inlet hole and the secondary oil inlet hole are both triangular; and

[0014] The angle of the primary oil inlet hole along the counterclockwise rotation direction of the oil inlet valve plate is an acute angle, and the angle of the secondary oil inlet hole along the opposite direction of the counterclockwise rotation direction of the oil inlet valve plate is an acute angle.

[0015] In the silicone oil fan clutch provided in at least one embodiment of the present disclosure, the primary oil return hole, the secondary oil return hole, and the oil return valve plate are all rectangular in shape; and

[0016] When the silicone oil fan clutch is in a disengaged state, the edges of the primary oil return hole and the secondary oil return hole in the length direction coincide with the edge of the oil return valve plate.

[0017] In the silicone oil fan clutch provided in at least one embodiment of the present disclosure, the widths of the primary oil return hole and the secondary oil return hole are both greater than the maximum length of the primary oil inlet hole along the width direction of the primary oil return hole.

[0018] In the silicone oil fan clutch provided in at least one embodiment of the present disclosure, the oil inlet valve plate and the oil return valve plate are mounted on the housing via a same control pin.

[0019] At least one embodiment of the present disclosure provides a silicone oil fan clutch further comprising:

[0020] A first limiting block and a second limiting block are provided on both sides of the oil inlet valve plate and are used to limit the position of the oil inlet valve plate;

[0021] The third limiting block and the fourth limiting block are arranged on both sides of the oil return valve plate and are used to limit the position of the oil return valve plate.

[0022] At least one embodiment of the present disclosure further provides a vehicle, comprising an engine and a silicone oil fan clutch as provided in any embodiment of the present disclosure.

[0023] At least one embodiment of the present disclosure provides a vehicle further comprising a controller, wherein the controller is configured to:

[0024] Monitor the engine water outlet temperature of the vehicle where the silicone oil fan clutch is located under the current operating conditions;

[0025] When the vehicle switches from a low-load state to a high-load operating state, the engine advance torque limiting strategy is activated to limit the engine outlet water temperature to always not exceed the engine torque limit temperature, wherein the engine advance torque limiting strategy is configured to adjust the actual engine output torque at the current moment based on the temperature deviation between the engine outlet water temperature and the engine torque limit temperature.

[0026] In the method provided by at least one embodiment of the present disclosure, the actual output torque of the engine increases with the increase of the temperature deviation and does not exceed the maximum torque of the engine at the current speed, and the engine advance torque limiting strategy includes:

[0027] Obtaining a temperature deviation between the engine water outlet temperature and the engine torque limit temperature at a current moment;

[0028] In response to the temperature deviation being greater than a first set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the maximum torque of the engine at a current speed;

[0029] In response to the temperature deviation being less than or equal to a first set value and greater than a second set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the product of the maximum torque of the engine at a current speed and a first coefficient;

[0030] In response to the temperature deviation being less than or equal to a second set value and greater than a third set value, the operating parameters of the engine are adjusted so that the actual output torque of the engine is equal to the product of the maximum torque of the engine at the current speed and a second coefficient, wherein the first set value, the second set value and the third set value decrease in sequence, and the first coefficient is greater than the second coefficient.

[0031] The silicone oil fan clutch and vehicle provided by the embodiments of the present disclosure adopt a scheme in which the first-level oil inlet hole and the second-level oil inlet hole are arranged opposite each other and the area of ​​the first-level oil inlet hole is larger than that of the second-level oil inlet hole. This allows the fan to quickly enter the first-level meshing state and maintain it in the second-speed range as much as possible without entering the third speed. This increases the proportion of time the fan is in the first-level meshing state, reduces the power consumption of the entire vehicle, and improves the fuel economy of the entire vehicle. Since the second-speed range is extended and the third-speed range is shortened, the temperature control range between the second and third speeds of the silicone oil fan clutch is widened, the service life of the silicone oil fan clutch is extended, the reliability of related accessories is improved, the power consumption and fuel consumption of the entire vehicle are reduced, the fuel economy of the entire vehicle is improved, the NVH performance of the entire vehicle is improved, and the overall competitiveness of the entire vehicle is enhanced. In addition, the present invention adds an oil return valve plate for sealing the oil return hole. When the silicone oil fan clutch is in a disengaged state, the oil inlet valve plate will completely block the primary oil inlet hole and the secondary oil inlet hole, and the oil return valve plate will completely block the primary oil return hole and the secondary oil return hole. When the car is parked at this time, since the primary oil return hole and the secondary oil return hole are blocked, the silicone oil in the oil storage chamber will not enter the engagement chamber along the primary oil return hole and the secondary oil return hole due to gravity, reducing the probability of full engagement of the fan after parking, ensuring that the silicone oil fan clutch is still in a disengaged state when the vehicle is started next time, and the fan will not run at full speed when starting the vehicle due to the backflow of silicone oil, saving unnecessary fuel consumption, while reducing noise, shortening the cold start time of the vehicle, and improving the vehicle's user experience.

[0032] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0034] Figure 1 A schematic structural diagram of a silicone oil fan clutch provided by at least one embodiment of the present disclosure;

[0035] Figure 2A schematic structural diagram of another silicone oil fan clutch provided by at least one embodiment of the present disclosure;

[0036] Figure 3 A schematic diagram of a silicone oil fan clutch in a disengaged state provided by at least one embodiment of the present disclosure;

[0037] Figure 4 A schematic diagram of a first-stage engagement state of a silicone oil fan clutch provided by at least one embodiment of the present disclosure;

[0038] Figure 5 A schematic diagram of a secondary engagement state of a silicone oil fan clutch provided by at least one embodiment of the present disclosure;

[0039] Figure 6 An external view of a silicone oil fan clutch assembly according to at least one embodiment of the present disclosure;

[0040] Figure 7 A cross-sectional view of a silicone oil fan clutch assembly according to at least one embodiment of the present disclosure;

[0041] Figure 8 A structural block diagram of a vehicle provided for at least one embodiment of the present disclosure;

[0042] Figure 9 A flowchart of an engine advance torque limiting strategy provided by at least one embodiment of the present disclosure.

[0043] Reference numerals

[0044] 1-housing; 2-driven plate; 3-first-stage oil return hole; 4-second-stage oil return hole; 5-oil return valve plate; 6-oil inlet valve plate; 7-second-stage oil inlet hole; 8-first-stage oil inlet hole; 9-limiting block; 10-fan; 11-oil storage chamber; 12-driving plate; 13-control pin; 14-thermal bimetallic strip. DETAILED DESCRIPTION

[0045] The present application will be further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only intended to illustrate the present application and are not intended to limit the scope of the present application. Similarly, the following examples are only some examples of the present application and are not intended to be exhaustive. All other examples obtained by persons of ordinary skill in the art without creative effort are intended to fall within the scope of protection of the present application.

[0046] The terms "first" and "second" in the embodiments of the present application are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature limited to "first", "second", or "third" may explicitly or implicitly include at least one of such features. In the description of the present application, the meaning of "plurality" is at least two, for example, two, three, etc., unless otherwise specified.

[0047] The terms "including" and "having" and any variations thereof in the embodiments of the present application are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to the process, method, product, or apparatus.

[0048] In the present disclosure, the terms "one embodiment", "some embodiments", "examples", "specific examples" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0049] The term "silicone oil fan clutch" in the embodiments of this disclosure refers to two types: conventional silicone oil fan clutches and electronically controlled silicone oil fan clutches. Electronically controlled silicone oil fan clutches are generally used in heavy trucks due to their higher cost. Small-displacement light trucks currently use conventional silicone oil fan clutches due to cost constraints.

[0050] The term "silicone oil fan clutch engagement principle" in the embodiment of the present disclosure means that when the engine temperature rises, the air flow temperature is high, the thermal expansion coefficients of the thermosensitive bimetallic strips are different, and thrust is generated under the principle of thermal expansion and contraction, opening the oil inlet hole, allowing silicone oil to enter the engagement cavity, increasing the transmitted torque, and increasing the fan speed.

[0051] The term "clutch engagement temperature" in the embodiments of the present disclosure refers to the operating temperature of the thermosensitive bimetallic strip in front of the clutch. Typically, a thermosensitive bimetallic strip is modulated according to the desired clutch engagement temperature and then used in manufacturing.

[0052] The term "three-speed conventional silicone oil fan clutch" in the disclosed embodiments refers to a conventional silicone oil fan clutch with three different operating states. Typically, a two-speed conventional silicone oil fan clutch has only one oil inlet, with the fan in either a disengaged or fully engaged state controlled by a temperature sensor. A three-speed conventional silicone oil fan clutch, however, has two oil inlets and two engagement chambers. When the air temperature is low, the primary oil inlet is opened, partially engaging the clutch and operating the fan at medium speed. As the air temperature continues to rise, the secondary oil inlet is opened, fully engaging the clutch and shifting the fan to full speed.

[0053] The term "NVH" in the embodiments of this disclosure refers to the noise, vibration, and harshness generated by a vehicle during driving. In a silicone oil fan clutch, NVH performance is an important indicator for measuring its operating smoothness and comfort.

[0054] Figure 1 This is a schematic diagram of the structure of a silicone oil fan clutch provided by at least one embodiment of the present disclosure. Figure 1 As shown, the silicone oil fan clutch includes a housing 1, a driven disc 2, an oil inlet valve plate 6 and an oil return valve plate 5.

[0055] A fan 10 is provided on the outside of the housing 1 ( Figure 1 Not shown, see Figure 6 ), one or more engaging cavities may be provided inside the housing 1.

[0056] The driven disc 2 is mounted on the housing 1. The front end face of the driven disc 2 is provided with a primary oil return hole 3 and a secondary oil return hole 4 which are symmetrically distributed around the center of the driven disc. The rear end face edge of the driven disc 2 is provided with a primary oil inlet hole 8 and a secondary oil inlet hole 7 which are oppositely arranged and spaced apart (the primary oil inlet hole 8 and the secondary oil inlet hole 7 are spaced apart left and right, and may also include upper and lower spacing on the basis of the left and right spacing), and the area of ​​the primary oil inlet hole 8 is larger than that of the secondary oil inlet hole 7.

[0057] The oil inlet valve plate 6 is installed on the first plane where the primary oil inlet hole 8 and the secondary oil inlet hole 7 of the driven disc 2 are located and rotates around the center of the driven disc. The setting of the oil inlet valve plate 6 makes the primary oil inlet hole 8 and the secondary oil inlet hole 7 closed when the silicone oil fan clutch is in the disengaged state (clutch disengaged), and as the oil inlet valve plate 6 rotates (clutch engaged), the primary oil inlet hole 8 and the secondary oil inlet hole 7 are opened in sequence.

[0058] Oil return valve disc 5 is mounted on the second plane of driven disc 2, where the primary and secondary oil return holes 3 and 4 are located, and rotates around the center of the driven disc. When in the disengaged state, oil return valve disc 5 is positioned so that its ends completely seal the primary and secondary oil return holes 3 and 4. As oil return valve disc 5 rotates, the primary and secondary oil return holes 3 and 4 are opened.

[0059] It should be noted that the silicone oil fan clutch is a multi-speed silicone oil fan clutch, including but not limited to a three-speed clutch. Compared with the related art, the present disclosure has redesigned the oil inlet and oil return holes. In the first-level meshing state (first-speed interval), the first-level oil inlet 8 (gradually) opens, and the second-level oil inlet 7 is closed. In the intermediate state between the first-level meshing state and the second-level meshing state (second-speed interval), the first-level oil inlet 8 is fully opened, and the second-level oil inlet 7 is closed. In the second-level meshing state (third-speed interval), both the first-level oil inlet 8 and the second-level oil inlet 7 are open. The obvious gap between the first-level oil inlet 8 and the second-level oil inlet 7 is used to form the second-speed interval of the silicone oil fan clutch. This gap is also the temperature control interval between the second speed and the third speed. By adjusting this gap, the temperature of the fan 10 entering the third speed can be adjusted.

[0060] During operation, the driven plate 2 and housing 1 rotate clockwise. When the clutch is engaged, the oil return valve plate 5 and the oil inlet valve plate 6 rotate counterclockwise. If the area of ​​the primary oil inlet hole 8 is smaller than that of the secondary oil inlet hole 7, and the oil inlet area is arranged in a slow-to-faster pattern (e.g., a triangle in the same direction), the fan speed will actually have a narrow temperature range between second and third speeds, and fan 10 will engage third speed too early, increasing fuel consumption and causing significant noise fluctuations. Furthermore, due to the slow speed increase, the vehicle, which requires a certain amount of heat dissipation, cannot effectively dissipate heat. Instead of the water temperature falling, the water temperature flowing through the vehicle's radiator continues to rise, and the air temperature continues to rise, causing the oil inlet valve plate 6 to begin to rotate (in most cases, the oil inlet valve plate 6 is connected to the control pin 13, and the thermosensitive bimetallic strip 14 is fixed to the control pin 13. When the thermosensitive bimetallic strip 14 is heated and deformed, it drives the control pin 13 to rotate, thereby driving the oil inlet valve plate 6 and the oil return valve plate 5 to rotate. It should be noted that other driving methods can be used to drive the oil inlet valve plate 6 to rotate). This causes the secondary oil inlet hole 7 to continue to open, entering the fully engaged third-speed range. When the fan 10 is fully engaged, the fan power increases exponentially. By adopting the above-mentioned solution of the present disclosure to set the area of ​​the primary oil inlet hole 8 larger than that of the secondary oil inlet hole 7, the time it takes for the fan 10 to enter the second speed can be shortened and the time it takes for the fan 10 to enter the third speed can be extended, thereby achieving the goals of reducing noise, reducing fuel consumption, and improving engine reliability. Furthermore, during the control of the silicone oil fan clutch, the coordinated action of the oil inlet valve plate 6 and the oil return valve plate 5 is key to achieving efficient and stable operation of the clutch. When the oil inlet valve plate 6 begins to rotate, both the oil inlet valve plate 6 and the oil return valve plate 5 respond simultaneously. The rotation of the oil inlet valve plate 6 opens the primary oil inlet hole 8 and the secondary oil inlet hole 7 in sequence, while the rotation of the oil return valve plate 5 allows the primary oil return hole 3 and the secondary oil return hole 4 to open quickly (the oil inlet holes open at the same time as the oil return holes. The silicone oil inside the clutch circulates. For example, when the oil inlet holes open, the silicone oil continuously flows into the meshing cavity due to centrifugal force. At the same time, the silicone oil in the meshing cavity is continuously squeezed back into the oil storage cavity, allowing it to dissipate a certain amount of heat). This allows the silicone oil to flow into the clutch as needed, providing the necessary power transmission medium for clutch engagement.

[0061] When the clutch is disengaged (as the vehicle's water temperature drops, the wind temperature continues to drop, which can be caused by the deformation recovery of the thermosensitive bimetallic strip 14, driving the control pin 13 to rotate), the oil inlet valve plate 6 and the oil return valve plate 5 respond simultaneously, gradually closing the primary and secondary oil inlet holes 8 and 7. Simultaneously, the primary and secondary oil return holes 3 and 4 also gradually close. Due to the gradual closure of the primary and secondary oil return holes 3 and 4, the silicone oil in the engagement chamber can flow back into the oil reservoir chamber normally under the influence of centrifugal force or gravity (gravity when the engine is stopped, centrifugal force when the engine is not stopped), ensuring normal clutch disengagement. After the clutch is disengaged, because the primary and secondary oil return holes 3 and 4 are closed, the silicone oil (in the oil reservoir chamber) will not flow back into the engagement chamber along these oil return holes due to gravity or centrifugal force until the clutch engages (for example, when the thermosensitive bimetallic strip 14 again deforms due to the rising wind temperature, driving the control pin to rotate and subsequently opening the primary and secondary oil inlet holes 8 and 7), ensuring that the clutch remains normally disengaged.

[0062] Some embodiments of the present disclosure also provide a vehicle corresponding to the above-mentioned silicone oil fan clutch.

[0063] The silicone oil fan clutch provided by at least one embodiment of the present disclosure is applicable to any existing silicone oil fan clutch application scenario. For example, the silicone oil fan clutch can be used in automotive automatic transmission systems, industrial transmission systems, or wind power generation systems. In these applications, the silicone oil fan clutch can precisely control the engagement and disengagement of the silicone oil fan clutch, thereby optimizing power transmission efficiency, reducing energy consumption, and improving the stability and reliability of system operation.

[0064] Compared with the related art, the silicone oil fan clutch provided by applying at least one embodiment of the present disclosure adopts a solution in which the first-level oil inlet hole 8 and the second-level oil inlet hole 7 are arranged opposite to each other and the area of ​​the first-level oil inlet hole 8 is larger than that of the second-level oil inlet hole 7, so that the fan 10 can quickly enter the first-level meshing state and maintain it in the second-speed range as much as possible without entering the third speed, thereby increasing the proportion of time that the fan 10 is in the first-level meshing state, reducing the power consumption of the whole vehicle, and improving the fuel economy of the whole vehicle. Since the second-speed range is extended and the third-speed range is shortened, the temperature control range between the second speed and the third speed of the silicone oil fan clutch is widened, the service life of the silicone oil fan clutch is extended, the reliability of related accessories is improved, the power consumption of the whole vehicle is reduced, the fuel consumption of the whole vehicle is reduced, the fuel economy of the whole vehicle is improved, the NVH performance of the whole vehicle is improved, and the overall competitiveness of the whole vehicle is enhanced. In addition, the present invention adds an oil return valve plate 5 for sealing the oil return hole. When the silicone oil fan clutch is in a disengaged state, the oil inlet valve plate 6 completely blocks the first-level oil inlet hole 8 and the second-level oil inlet hole 7, and the oil return valve plate 5 completely blocks the first-level oil return hole 3 and the second-level oil return hole 4. When the vehicle is parked, since the first-level oil return hole 3 and the second-level oil return hole 4 are blocked, the silicone oil in the oil storage chamber 11 will not enter the engagement chamber along the first-level oil return hole 3 and the second-level oil return hole 4 due to gravity, reducing the probability of full engagement of the fan after parking, ensuring that the silicone oil fan clutch is still in a disengaged state when the vehicle is started next time, and the fan 10 will not run at full speed when starting the vehicle due to the backflow of silicone oil, saving unnecessary fuel consumption, while reducing noise, shortening the cold start time of the vehicle, and improving the vehicle's user experience.

[0065] Housing 1 is constructed of high-strength, lightweight materials to enhance the overall durability of the silicone oil fan clutch and reduce system weight. The precision-machined internal structure of housing 1 ensures a tight fit between components, minimizing the risk of oil leakage and improving the efficiency of the silicone oil fan clutch.

[0066] The driven disc 2 is made of wear-resistant and high-temperature-resistant materials to improve the durability and reliability of the driven disc 2 .

[0067] The oil inlet valve plate 6 is made of a highly elastic, corrosion-resistant material to ensure excellent sealing performance and durability during long-term operation. The shape and size of the oil inlet valve plate 6 match the primary and secondary oil inlet holes 8 and 7, aligning with the overall structure and operational requirements of the silicone oil fan clutch. During operation, the oil inlet valve plate 6 responds quickly and precisely controls the flow of silicone oil, ensuring smooth operation and efficient heat dissipation of the fan 10.

[0068] The oil return valve plate 5 is constructed of high-strength, wear-resistant material to ensure optimal operation even with long-term, frequent use. Its shape and dimensions match those of the primary and secondary oil return holes 3 and 4, closely aligning with the overall structure and operating principle of the silicone oil fan clutch. During operation, the oil return valve plate 5 precisely controls the return flow of silicone oil, effectively preventing excessive oil loss and ensuring stable operation and efficient performance of the silicone oil fan clutch.

[0069] Figure 2 This is a schematic diagram of the layout of another silicone oil fan clutch provided by at least one embodiment of the present disclosure. Figure 2 As shown, the silicone oil fan clutch also includes a limit block 9. The limit block 9 is divided into a first limit block, a second limit block, a third limit block and a fourth limit block. The first limit block and the second limit block are arranged on both sides of the oil inlet valve plate 6 to limit the position of the oil inlet valve plate 6. The third limit block and the fourth limit block are arranged on both sides of the oil return valve plate 5 to limit the position of the oil return valve plate 5. Among them, the first limit block and the second limit block can be connected to the main structure of the silicone oil fan clutch by fastening devices such as bolts or snaps to ensure that the oil inlet valve plate 6 will not be displaced when rotating at high speed or being impacted by external forces, thereby maintaining its stability and accuracy. The third limit block and the fourth limit block also adopt a reliable connection method and are fixed on both sides of the oil return valve plate 5 to effectively prevent the oil return valve plate 5 from shaking or shifting during operation, thereby ensuring the overall performance and reliability of the silicone oil fan clutch. The design of the limit block 9 not only enhances the structural strength of the silicone oil fan clutch, but also improves the safety and stability of its operation, providing a more reliable guarantee for the vehicle's cooling system.

[0070] In some embodiments, an oil storage chamber 11 and an active disk 12 are provided in the housing 1. In the engine, the hot air passing through the heat dissipation module causes the thermosensitive bimetallic strip 14 to expand due to heat. After the thermosensitive bimetallic strip 14 is deformed due to the thermal expansion, it drives the control pin 13 to rotate. After the control pin 13 rotates, it drives the oil inlet valve plate 6 and the oil return valve plate 5 to rotate. The first-level oil inlet hole 8 is opened through the oil inlet valve plate 6, and the silicone oil enters the engagement chamber, the clutch engages, and the fan speed increases. In the case of a low temperature, the thermosensitive bimetallic strip 14 contracts, the control pin 13 is reset, and the oil inlet valve plate 6 also closes all the oil inlet holes. The silicone oil flows back to the oil storage chamber 11, the clutch is disengaged, and the fan speed is reduced, thereby realizing intelligent control of the fan speed, improving the thermal efficiency of the engine, and reducing energy consumption. In addition, the setting of the active disk 12 enables the silicone oil fan clutch to better match the vehicle's transmission system, thereby improving the operational stability and reliability of the entire vehicle. In some preferred embodiments, an oil level sensor is further provided in the oil storage chamber 11 for real-time monitoring of the silicone oil level to ensure the normal operation of the silicone oil fan clutch.

[0071] In some embodiments, the housing 1 includes a front cover and a rear cover, and the driven disc 2 is installed on the front cover. The front cover, the rear cover, the control pin 13, the driven disc 2, and the fan are a whole with the same motion state. Only after the thermal bimetallic strip 14 is affected by temperature and deformed, the control pin 13 will drive the oil inlet valve plate 6 and the oil return valve plate 5 to rotate separately. At this time, the thermal bimetallic strip 14, the control pin 13, the oil inlet valve plate 6 and the oil return valve plate 5 have independent relative motion compared to the housing 1 and the driven disc 2. The other components of the silicone oil fan clutch, such as the driving shaft, the bearing, and the active plate are a whole with the same motion state. The driving shaft is connected to the engine, and there are oil grooves for silicone oil flow on the active plate and the housing 1. After the silicone oil enters, the silicone oil fan clutch enters the meshing state, driving the housing 1 and the active plate to enter the same motion state.

[0072] In some embodiments, the silicone oil fan clutch also includes a primary meshing chamber and a secondary meshing chamber. The primary meshing chamber is arranged inside the housing 1 and is connected to the primary oil inlet hole 8. The secondary meshing chamber is arranged inside the housing 1 and is connected to the secondary oil inlet hole 7. Among them, the design of the primary meshing chamber and the secondary meshing chamber enables the silicone oil to transmit torque more effectively inside the clutch. The primary meshing chamber is connected to the silicone oil storage chamber 11 through the primary oil inlet hole 8. When the oil inlet valve plate 6 starts to rotate, the silicone oil enters the primary meshing chamber through the primary oil inlet hole 8, driving the active disk 12 to start meshing with the housing 1. As the speed increases, the silicone oil gradually enters the secondary meshing chamber through the secondary oil inlet hole 7, further increasing the meshing force between the active disk 12 and the housing 1, thereby providing more stable torque transmission. This design not only improves the transmission efficiency of the silicone oil fan clutch, but also enhances its response speed and stability, so that the vehicle can obtain smoother power output during starting and acceleration.

[0073] In some embodiments, the oil inlet valve plate 6 rotates counterclockwise in a first plane, and a set interval is provided between the primary oil inlet hole 8 and the secondary oil inlet hole 7 to match the fan speed, thereby achieving an intermediate fan speed (second speed). The shape of the primary oil inlet hole 8 is configured so that the change in the hole area of ​​the primary oil inlet hole 8 per unit rotation angle, or any angle, in the counterclockwise direction of the oil inlet valve plate 6 gradually decreases. The shape of the secondary oil inlet hole 7 is configured so that the change in the hole area of ​​the secondary oil inlet hole 7 per unit rotation angle, or any angle, in the counterclockwise direction of the oil inlet valve plate 6 gradually increases. A clear interval is provided between the primary oil inlet hole 8 and the secondary oil inlet hole 7, representing the temperature control range between the second and third speeds. By adjusting this interval, the temperature at which the fan 10 enters the third speed can be adjusted. If the second-speed range can meet the heat dissipation requirements, the fan 10 will not easily enter the third speed; at this time, if the second-speed range cannot meet the heat dissipation requirements, the wind temperature rises, and the control pin 13 rotates to drive the oil inlet valve plate 6 and the oil return valve plate 5, thereby causing the return oil hole to continue to be opened and enter the third speed range. Since the acute angle of the secondary oil inlet hole 7 is clockwise, the oil inlet area increases from small to large, and the silicone oil will enter the secondary meshing cavity from slow to fast, so that the fan 10 will enter the high-speed range only when the vehicle really needs the fan to have a high speed, and the high speed mutation is small, and the corresponding noise mutation is also small, bringing a better driving experience. This design ensures that the fan 10 can respond quickly when the vehicle starts or accelerates, providing sufficient cooling effect. The area change rate of the first-level oil inlet hole 8 decreases, which means that as the driven disk 2 rotates, the area of ​​the first-level oil inlet hole 8 gradually decreases, thereby controlling the flow of silicone oil and achieving a smooth transition of the fan speed. This design helps to reduce the noise and vibration of the fan 10 and improve driving comfort. At the same time, the setting of the set interval that matches the fan speed also helps to maintain the independence between the first-level oil inlet hole 8 and the second-level oil inlet hole 7, avoids mutual influence between them, and ensures the normal operation of the silicone oil fan clutch.

[0074] In some embodiments, the shapes of the primary oil inlet hole 8 and the secondary oil inlet hole 7 are both triangular, and may be isosceles triangles or equilateral triangles. It should be noted that the shapes of the primary oil inlet hole 8 and the secondary oil inlet hole 7 may also be non-triangular, as long as the shape of the primary oil inlet hole 8 is configured such that the change in its hole area gradually decreases in the counterclockwise rotation direction of the oil inlet valve plate 6, and the shape of the secondary oil inlet hole 7 is configured such that the change in its hole area gradually increases in the counterclockwise rotation direction of the oil inlet valve plate 6. As a preferred embodiment, the angle of the primary oil inlet hole 8 along the counterclockwise rotation direction of the oil inlet valve plate 6 is an acute angle, that is, the acute angle of the primary oil inlet hole 8 points in the counterclockwise rotation direction, and the angle of the secondary oil inlet hole 7 along the opposite direction of the counterclockwise rotation direction of the oil inlet valve plate 6 is an acute angle, that is, the acute angle of the secondary oil inlet hole 7 points in the clockwise rotation direction. It should be noted that the angle of the first-stage oil inlet hole 8 along the counterclockwise rotation direction of the oil inlet valve plate 6 is not necessarily an acute angle, and the angle of the second-stage oil inlet hole 7 along the opposite direction of the counterclockwise rotation direction of the oil inlet valve plate 6 is not necessarily an acute angle. In most vehicle operation scenarios, the angle of the first-stage oil inlet hole 8 along the counterclockwise rotation direction of the oil inlet valve plate 6 and the angle of the second-stage oil inlet hole 7 along the opposite direction of the counterclockwise rotation direction of the oil inlet valve plate 6 are set to obtuse angles, which can also meet the use requirements. This setting is only used as a preferred embodiment. Among them, the acute angle of the first-stage oil inlet hole 8 points counterclockwise to ensure that when the oil inlet valve plate 6 rotates counterclockwise, the hole area of ​​the first-stage oil inlet hole 8 changes from large to small. The first-stage oil inlet hole 8 opens at the maximum rate, and the silicone oil can quickly enter the first-stage meshing cavity, driving the fan 10 to quickly enter the second speed range, bringing sufficient heat dissipation, so that the vehicle will not skip the second speed range and enter the third speed range due to insufficient heat dissipation, and maintain the fan 10 in the second speed range as much as possible. The secondary oil inlet hole 7 is small in area and its triangular acute angle points clockwise. As a result, after the fan 10 enters the first-stage engagement, if the heat dissipation is insufficient and the wind temperature continues to rise, the control pin 13 drives the oil inlet valve plate 6 to continue to rotate counterclockwise, and the secondary oil inlet hole 7 opens at a slower rate, shortening the time it takes for the fan 10 to enter the second speed and extending the time it takes for the fan 10 to enter the third speed, that is, delaying the time it takes for the fan 10 to enter full speed. Actual vehicle road tests and tracking of actual operating conditions of vehicles in the market have confirmed that this design is more in line with the actual operating conditions of the vehicle, can effectively reduce the time it takes for the fan 10 to enter full speed, improve engine reliability, and not only reduce the vehicle's fuel consumption, but also provide a better NVH experience brought by the low fan speed, thereby enhancing the overall vehicle driving experience.

[0075] In some embodiments, to ensure the oil return area, the shapes of the primary oil return hole 3, the secondary oil return hole 4, and the oil return valve plate 5 are all set to be rectangular. It should be noted that they can also be set to other non-rectangular shapes, such as irregular shapes. It is only necessary to ensure that the two ends of the oil return valve plate 5 completely seal the primary oil return hole 3 and the secondary oil return hole 4 in the disengaged state, and open the primary oil return hole 3 and the secondary oil return hole 4 in the non-disengaged state. As a preferred embodiment, when the silicone oil fan clutch is in the disengaged state, the primary oil return hole 3 and the secondary oil return hole 4 coincide with the edge of the oil return valve plate 5 in their length direction (that is, the edge positions of the primary oil return hole 3 and the secondary oil return hole 4 are respectively located on the two side lines of the oil return valve plate 5). It should be noted that the primary oil return hole 3 and the secondary oil return hole 4 do not necessarily coincide with the edge of the oil return valve plate 5 in their length direction. This setting is only a preferred embodiment. Among them, the first-level oil return hole 3 and the second-level oil return hole 4 are designed to be slender rectangles, with a width slightly larger than the vertical height of the first-level oil inlet hole 8 triangle, so that when the valve plate rotates counterclockwise at a very small angle, the oil return hole will be opened to a larger area, which will not affect the normal oil return of the silicone oil fan clutch. When the silicone oil fan clutch is in a fully separated state, the oil inlet valve plate 6 will block all the oil inlet holes (the first-level oil inlet hole 8 and the second-level oil inlet hole 7), and the oil return valve plate 5 will block the oil return holes (the first-level oil return hole 3 and the second-level oil return hole 4). At this time, when the vehicle is parked, since the oil return holes are blocked, the silicone oil in the oil storage chamber 11 will not enter the meshing chamber along the oil return holes due to gravity, ensuring that the clutch is still in a disengaged state when the vehicle is started next time, and the fan 10 will not run at full speed when the vehicle is started due to the backflow of silicone oil, saving unnecessary fuel consumption, while reducing noise and improving the vehicle's user experience.

[0076] In some embodiments, to ensure proper oil return from the silicone oil fan clutch, the widths of the primary and secondary oil return holes 3 and 4 are configured to be greater than the maximum length of the primary oil inlet hole 8 along the width of the primary oil return hole 3. This width configuration of the oil return holes ensures smooth passage of silicone oil during the oil return process, preventing backflow obstruction or increased pressure due to narrow channels, thereby ensuring the stability and durability of the silicone oil fan clutch.

[0077] In some embodiments, the oil inlet valve plate 6 and the oil return valve plate 5 are made of 304 / 316 stainless steel, approximately 1 mm thick. Stainless steel is low-cost, compatible with silicone oil, and is not susceptible to corrosion. Silicone oil itself has a certain lubricating effect, resulting in minimal wear. For example, spring steel (65Mn or 60Si2Mn), phosphor bronze (C5191), or specialized composite materials (polyimide (PI) or polyetheretherketone (PEEK)) can be used to manufacture the valve plates. Silicone oil is chemically inert and will not corrode metal or rubber seals.

[0078] In some embodiments, the oil inlet valve plate 6 and the oil return valve plate 5 are driven by a thermosensitive metal commonly used in the art. Thermosensitive metal is typically formed by pressing two metals with different expansion coefficients together. When the temperature changes, it bends, thereby driving the oil inlet valve plate 6 and the oil return valve plate 5 to open and close. Currently, commonly used thermosensitive metal materials include brass (CuZn) for the active layer (high expansion side) and Invar (Ni36Fe) for the passive layer (low expansion layer). By adjusting the actual installation preload, the excess bending that occurs before the temperature reaches the actual operating temperature can be offset.

[0079] In some embodiments, the oil inlet valve plate 6 and the oil return valve plate 5 are mounted on the housing 1 through the same control pin 13. One end of the control pin 13 is connected to the thermal bimetallic strip 14, and the other end is connected to the oil inlet valve plate 6 and the oil return valve plate 5. This design not only simplifies the structure of the clutch, but also improves the stability and coordination between the components, ensures the relative positions between the components are fixed, and avoids functional failures caused by loose or misaligned components. As a preferred embodiment, the oil inlet valve plate 6 and the oil return valve plate 5 are centrally mounted on the housing 1 through the same control pin 13. This central installation method further enhances the balance and stability of the clutch during operation, reduces vibration and noise caused by uneven force, and helps to optimize the flow path of silicone oil inside the clutch, improves the circulation efficiency of silicone oil, and thus enhances the heat dissipation performance and response speed of the clutch.

[0080] It should be noted that the driven disc 2 is mounted on the housing 1 and is not rigidly connected to the control pin 13 .

[0081] Figure 3 This is a schematic diagram of the disengagement state of the silicone oil fan clutch provided by at least one embodiment of the present disclosure. Figure 2 and Figure 3 As shown, a return oil valve plate 5 and a rectangular first-level return oil hole 3 and second-level return oil hole 4 are designed to be installed on the same control pin 13 as the oil inlet valve plate 6. The long sides of the first-level return oil hole 3 and the second-level return oil hole 4 coincide with the edge lines of the return oil valve plate 5. When the silicone oil fan clutch is in the disengaged state, that is, the oil inlet valve plate 6 completely blocks the first-level oil inlet hole 8 and the second-level oil inlet hole 7, and the return oil valve plate 5 completely blocks the first-level return oil hole 3 and the second-level return oil hole 4. At this time, the car stops and the fan 10 stops rotating. Since the return oil hole is blocked, the silicone oil in the oil storage chamber 11 cannot enter the meshing chamber due to gravity, and the fan 10 is in a disengaged state. After the car is started again, the fan 10 is still in a disengaged state. Even if the fan 10 stops in the meshing state, the return oil hole is in an open state. The oil return hole is designed to be as long a rectangle as possible. When the fan is required to engage, even if the oil inlet valve plate 6 and the oil return valve plate 5 are opened to a small area, the oil return hole is already fully opened. The oil return valve plate 5 will not block the oil return hole, causing poor oil inflow and return, thereby affecting the fan engagement efficiency.

[0082] Figure 4 This is a schematic diagram of the first-level engagement state of the silicone oil fan clutch provided by at least one embodiment of the present disclosure. Figure 4 As shown, in the first-level meshing state, the first-level oil inlet hole 8 is partially or fully opened, the second-level oil inlet hole 7 is closed, and the first-level oil return hole 3 and the second-level oil return hole 4 are opened. At this time, the silicone oil flows into the meshing cavity through the first-level oil inlet hole 8, pushing the fan blades to rotate, thereby realizing the first-level meshing state of the fan. Since the second-level oil inlet hole 7 is closed, the silicone oil will not flow into the meshing cavity through the second-level oil inlet hole 7, thereby controlling the meshing degree of the fan and avoiding problems such as excessive energy consumption or fan damage caused by excessive meshing. At the same time, the opening of the first-level oil return hole 3 and the second-level oil return hole 4 allows the silicone oil in the meshing cavity to flow back to the oil storage cavity in time when needed, thereby maintaining stable operation of the system.

[0083] Figure 5 A schematic diagram of the secondary engagement state of a silicone oil fan clutch provided by at least one embodiment of the present disclosure. Figure 5 As shown, in the secondary meshing state, the primary oil inlet hole 8 and the secondary oil inlet hole 7 are open, and the primary oil return hole 3 and the secondary oil return hole 4 are also open. At this time, the silicone oil not only flows into the meshing cavity through the primary oil inlet hole 8, but also flows into the meshing cavity through the secondary oil inlet hole 7, further promoting the rotation of the fan blades, so that the silicone oil fan clutch reaches the secondary meshing state. Compared with the primary meshing state, the rotation speed of the fan 10 in the secondary meshing state is faster and the heat dissipation efficiency is higher, which is suitable for situations where the vehicle requires greater heat dissipation. At the same time, the continuous opening of the primary oil return hole 3 and the secondary oil return hole 4 ensures that the silicone oil in the meshing cavity can smoothly flow back to the oil storage cavity when necessary, effectively balancing the heat dissipation requirements and energy consumption control of the fan 10, and improving the overall performance of the silicone oil fan clutch.

[0084] Figure 6 The figure shows the appearance of the silicone oil fan clutch assembly provided by at least one embodiment of the present disclosure. Figure 6 As shown, the blades of the fan 10 are evenly distributed. When the silicone oil fan clutch is working, the silicone oil flows into the meshing cavity in the housing 1 through the oil inlet hole, pushing the fan 10 to rotate, thereby driving the entire fan assembly to rotate.

[0085] Figure 7 A cross-sectional view of a silicone oil fan clutch assembly according to at least one embodiment of the present disclosure. Figure 7 As shown, an oil reservoir 11 and a driving disc 12 are disposed within the housing 1. The driving disc 12 is connected to the housing 1 via a bearing, ensuring smooth rotation of the driving disc 12. The oil reservoir 11 stores a suitable amount of silicone oil, which flows through the oil inlet hole into the meshing cavity when needed, driving the blades of the fan 10 to rotate.

[0086] The following describes an implementation example of the above-mentioned silicone oil fan clutch assembly.

[0087] During implementation, before the vehicle stops, the engine has two states: shutdown and idling. If the engine stops, at the moment before the fan stops rotating, the silicone oil fan clutch actually has the following three states.

[0088] Secondary meshing state (also called full meshing state): the primary oil inlet hole 8 and the secondary oil inlet hole 7 are open, and the primary oil return hole 3 and the secondary oil return hole 4 are also open.

[0089] First-stage meshing state (second-speed state): the first-stage oil inlet hole 8 is open, the second-stage oil inlet hole 7 is closed, and the first-stage oil return hole 3 and the second-stage oil return hole 4 are open.

[0090] Separation state: the first-stage oil inlet hole 8 and the second-stage oil inlet hole 7 are both closed, and the first-stage oil return hole 3 and the second-stage oil return hole 4 are also closed.

[0091] Since the vehicle stops randomly, the stopping state and position of the silicone oil fan clutch are also random. If the stopping position is as follows Figure 3As shown, as long as one of the primary and secondary oil return holes 3 and 4 is located below the horizontal centerline, there is a high probability that silicone oil will flow back into the meshing cavity. The lower the position, the greater the amount of silicone oil that enters. At this time, if the clutch is in full meshing, the thermal bimetallic strip 14 will deform and recover (due to parking and reduced wind temperature, the deformation recovery of the thermal bimetallic strip 14 takes time and is not transient). During this deformation recovery process, all oil inlet and oil return holes will slowly close. At this time, the amount of silicone oil in the meshing cavity is large and is more affected by gravity, so the silicone oil flows from the meshing cavity to the oil storage chamber 11. The situation in the primary and secondary meshing states is the same. When the silicone oil fan clutch is in the disengaged state, most of the silicone oil in the meshing chamber has returned to the oil storage chamber 11 through the oil return hole due to centrifugal force (the silicone oil in the meshing chamber will not completely flow back to the oil storage chamber 11, because the oil return hole is close to the center of the circle and the centrifugal force is small. Only part of the silicone oil will flow back from the meshing chamber to the oil storage chamber 11 due to the centrifugal force. However, when the amount of silicone oil in the meshing chamber is low, the shear force provided by the silicone oil is not enough to drive the housing 1 and the active disk 12 to the same action state. At this time, the clutch is in the disengaged state, also called the follow-up state, about 400-600rpm / min). At this time, the silicone oil in the oil storage chamber 11 is greatly affected by gravity. If there is no oil return valve plate 5, due to gravity, part of the silicone oil will flow back into the meshing chamber through the oil return hole. At this time, the vehicle is started and the clutch is in the meshing state. If the meshing chamber is full of silicone oil that has flowed back, the fan will rotate at full speed. With the oil return valve plate 5, all the oil return holes are in a closed state, and the silicone oil cannot flow back into the meshing chamber. When the vehicle is started again, the clutch is still in a disengaged state, and the fan will not rotate at full speed, which not only saves unnecessary power consumption but also reduces the noise of the entire vehicle (especially in winter, due to the low ambient temperature and high viscosity of the silicone oil, the silicone oil in the meshing chamber takes a long time to come out of the meshing chamber, resulting in high fuel consumption and noise. Since the fan is always running, the water temperature is not easy to rise, which affects the cold start of the vehicle). The provision of the oil return valve plate effectively solves the problems of long starting time and high fuel consumption.

[0092] If the engine is idling, immediately before the fan stops rotating, the silicone oil fan clutch is still in three states: disengaged, primary engaged, and secondary engaged. If the silicone oil fan clutch is in the secondary engaged state, the deformation of the thermal bimetallic strip 14 will recover. During this process, all the oil inlet and return holes will slowly close. At this time, the silicone oil in the meshing cavity is acted upon by centrifugal force, flowing from the meshing cavity to the oil storage cavity 11, and the silicone oil fan clutch enters the disengaged state from the engaged state. The secondary meshing state is identical to the primary meshing state. If the silicone oil fan clutch is in the disengaged state, most of the silicone oil in the meshing chamber has returned to the oil storage chamber 11 through the first-stage oil return hole 3 and the second-stage oil return hole 4 due to centrifugal force (the silicone oil in the meshing chamber will not completely flow back to the oil storage chamber 11). However, when the amount of silicone oil in the meshing chamber is low, the shear force provided by the silicone oil is insufficient to drive the housing 1 and the active disk 12 to the same action state. At this time, the silicone oil fan clutch is in the disengaged state (also called the follow-up state, approximately 400-600rpm / min). In this case, whether there is an oil return valve plate 5 has no effect on the disengaged state of the silicone oil fan clutch.

[0093] In summary, the oil return valve plate 5 only works when the vehicle is parked and the engine is stopped. If the engine is stopped, the presence or absence of the oil return valve plate 5 will not affect the normal operation of the silicone oil fan clutch.

[0094] Figure 8 A structural block diagram of a vehicle provided by at least one embodiment of the present disclosure. Figure 8 As shown, vehicle 100 includes an engine 102 and a silicone oil fan clutch 101. As the vehicle's power source, engine 102 generates a significant amount of heat during continuous operation, requiring an effective heat dissipation system to maintain the engine's normal operating temperature. Silicone oil fan clutch 101, a key component of the heat dissipation system, regulates the speed of fan 10 to control the heat dissipation effect, thereby achieving both engine heat dissipation requirements and energy consumption control.

[0095] In some embodiments, in order to circumvent the inherent defects of the silicone oil fan clutch in the related art, the vehicle 100 also includes a controller 103, which can be an engine controller ECU or a vehicle controller VCU, and is configured to execute the following steps S10-S20.

[0096] Step S10: monitoring the engine water outlet temperature of the vehicle where the silicone oil fan clutch is located under the current working condition.

[0097] Step S20: When the vehicle switches from a low-load state (which may be a vehicle load lower than a set value or within a first set range) to a high-load operating state (which may be a vehicle load higher than a set value or within a second set range), the engine advance torque limit strategy is initiated to limit the engine outlet water temperature to always not exceed the engine torque limit temperature (engine factory data), wherein the engine advance torque limit strategy is configured to adjust the actual engine output torque at the current moment based on a temperature deviation between the engine outlet water temperature and the engine torque limit temperature.

[0098] The engine's pre-torque limiting strategy is used to circumvent the inherent flaws of the silicone oil fan clutch. Because the thermally sensitive bimetallic strip 14 at the front of the silicone oil fan clutch cannot sense the exact wind temperature and thus deform in time, it affects clutch engagement and causes a hysteresis in fan speed increase. This hysteresis lasts approximately 40 seconds, during which the water temperature rapidly rises from an initial 95°C to around 110°C. Due to this flaw, there are currently two options for matching the fan on the vehicle: either match a fan with a larger margin or lower the engagement temperature of the silicone oil fan clutch. However, either approach increases the power consumption of the vehicle's accessories, increasing fuel consumption and degrading the vehicle's NVH performance. Taking into account the design of the new first-stage oil inlet hole 8 and the second-stage oil inlet hole 7, the time for the silicone oil fan clutch fan to enter the third speed is delayed, which increases the possibility that the water temperature of the vehicle will rise rapidly in a short period of time due to a sudden increase in load. In order to avoid the impact of excessive water temperature on engine reliability, based on the vehicle bench test data, a control method is proposed that combines the engine advance torque limiting strategy with the new structural design of the silicone oil fan clutch. The new structure and the engine advance torque limiting strategy work together to match the engine torque limit with the design of the first-stage oil inlet hole 8 and the second-stage oil inlet hole 7. The two are combined to maintain the water temperature of the vehicle below the vehicle torque limit temperature during the clutch engagement hysteresis time. The time that the silicone oil fan clutch fan is in the second speed range is extended, and the time in the third speed range is shortened. While reducing the power consumption of the vehicle accessories, the fan 10 speed is optimized to optimize the power consumption of the vehicle fan, optimize the NVH noise problem caused by ordinary silicone oil fans, and improve engine reliability.

[0099] In some embodiments, in order to adapt to different temperature deviation conditions, the actual output torque of the engine is configured to increase with the increase of the temperature deviation and not exceed the maximum torque of the engine at the current speed, and the engine advance torque limiting strategy in step S20 includes the following sub-steps S201-S204.

[0100] Sub-step S201: obtaining the temperature deviation between the engine water outlet temperature and the engine torque limit temperature at the current moment.

[0101] Sub-step S202: In response to the temperature deviation being greater than a first set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the maximum torque of the engine at the current speed.

[0102] Sub-step S203: In response to the temperature deviation being less than or equal to the first set value and greater than the second set value, adjusting the engine operating parameters so that the actual engine output torque is equal to the product of the maximum torque of the engine at the current speed and the first coefficient.

[0103] Sub-step S204: In response to the temperature deviation being less than or equal to the second set value and greater than the third set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the product of the maximum torque of the engine at the current speed and the second coefficient, wherein the first set value, the second set value and the third set value decrease in sequence, and the first coefficient is greater than the second coefficient.

[0104] Substeps S201-S203 enable a step-by-step limit on the actual engine output torque to accommodate varying temperature deviations. When the temperature deviation is large, i.e., greater than a first set value, the engine's maximum torque at the current speed is directly used to ensure sufficient vehicle power output while preventing engine damage due to excessive temperatures. As the temperature deviation decreases, the actual engine output torque is gradually reduced by adjusting the product of the maximum torque and the coefficient, ensuring a better driving experience while maintaining vehicle safety. This step-by-step limiter approach ensures both vehicle power performance and engine protection, improving vehicle reliability and durability. The new first-stage and second-stage oil inlet ports 8 and 7 delay the fan 10's entry into third speed, increasing the likelihood of a sudden surge in water temperature due to a sudden increase in vehicle load. To mitigate the impact of excessive water temperature on engine reliability, an early engine torque limiter strategy is configured to match the new oil inlet port design. The combination of these two reduces vehicle accessory power consumption while minimizing NVH noise associated with conventional silicone oil fans.

[0105] In some embodiments, the operating parameters are configured to include fan speed, engine coolant temperature, and intake air temperature. When the engine speed increases and the coolant temperature also rises, the control system will promptly increase the speed of the fan 10 to improve heat dissipation efficiency and ensure that the engine operates within the optimal temperature range.

[0106] Figure 9 A flow chart of an engine advance torque limiting strategy provided by at least one embodiment of the present disclosure. Figure 9As shown in the figure, the engine torque limit temperature is defined as T1, the engine water outlet temperature is defined as T2, and S1 is defined as T1-T2. The maximum torque at the current engine speed is R1, and the actual engine output torque is R2. The engine water outlet temperature T2 is measured by the engine water outlet pipe temperature sensor, and the signal is fed back to the engine controller ECU via the wiring harness. When S1>7, R2 is set to R1. When 5<S1≤7, R2 is set to 0.98R1. When 2<S1≤5, R2 is set to 0.95R1. When 0<S1≤2, R2 is set to 0.9R1. When -2<S1≤0, R2 is set to 0.75R1. When -5<S1≤-2, R2 is set to 0.5R1. When S1≤-5, R2 is set to 0.25R1. The engine controller ECU adjusts the actual engine output torque R2 in real time based on the value of S1 to ensure that the engine is not damaged in the event of overheating. When S1 is high (i.e., the engine outlet water temperature T2 is well below the torque limit T1), engine temperature is low, allowing the engine to operate at higher torque. Therefore, R2 is set close to R1. However, as S1 decreases (i.e., the engine outlet water temperature T2 approaches or exceeds the torque limit T1), the engine risks overheating. Therefore, R2 is gradually reduced to reduce engine load and temperature. This early engine torque limiting strategy effectively protects the engine from overheating, extending engine life, and improving vehicle reliability and safety. In practical applications, this strategy can be adjusted and optimized based on different engine types and vehicle usage to meet diverse needs.

[0107] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A silicone oil fan clutch, characterized in that: include: A housing (1), wherein a fan (10) is provided on the outside of the housing (1); A driven disc (2), the driven disc (2) being mounted on the housing (1), the front end surface of the driven disc (2) being provided with a primary oil return hole (3) and a secondary oil return hole (4) symmetrically distributed around the center of the driven disc, the rear end surface edge of the driven disc (2) being provided with a primary oil inlet hole (8) and a secondary oil inlet hole (7) arranged oppositely and spaced apart, the area of ​​the primary oil inlet hole (8) being larger than the area of ​​the secondary oil inlet hole (7), the shape of the primary oil inlet hole (8) being configured such that the amount of change in the hole area of ​​the primary oil inlet hole (8) gradually decreases in the counterclockwise rotation direction of the oil inlet valve plate (6), and the shape of the secondary oil inlet hole (7) being configured such that the amount of change in the hole area of ​​the secondary oil inlet hole (7) gradually increases in the counterclockwise rotation direction of the oil inlet valve plate (6); An oil inlet valve plate (6), the oil inlet valve plate (6) is installed on a first plane where the first-level oil inlet hole (8) and the second-level oil inlet hole (7) of the driven disc (2) are located and rotates around the center of the driven disc, the arrangement of the oil inlet valve plate (6) enables the first-level oil inlet hole (8) and the second-level oil inlet hole (7) to be closed when the silicone oil fan clutch is in a disengaged state, and the first-level oil inlet hole (8) and the second-level oil inlet hole (7) to be opened in sequence as the oil inlet valve plate (6) rotates; An oil return valve plate (5), the oil return valve plate (5) is installed on a second plane where the primary oil return hole (3) and the secondary oil return hole (4) of the driven disc (2) are located and rotates around the center of the driven disc, and the arrangement of the oil return valve plate (5) enables the two ends of the oil return valve plate (5) to completely seal the primary oil return hole (3) and the secondary oil return hole (4) in the separated state.

2. The silicone oil fan clutch according to claim 1, characterized in that: A set interval matching the fan speed is provided between the first-stage oil inlet hole (8) and the second-stage oil inlet hole (7), the oil inlet valve plate (6) rotates counterclockwise in the first plane, and the silicone oil fan clutch further comprises: a first-stage meshing cavity, the first-stage meshing cavity being arranged inside the housing (1) and communicating with the first-stage oil inlet hole (8); and A secondary meshing cavity is provided inside the housing (1) and is communicated with the secondary oil inlet hole (7).

3. The silicone oil fan clutch according to claim 1 or 2, characterized in that: The first-stage oil inlet hole (8) and the second-stage oil inlet hole (7) are both triangular in shape; and The angle of the first-stage oil inlet hole (8) along the counterclockwise rotation direction of the oil inlet valve plate (6) is an acute angle, and the angle of the second-stage oil inlet hole (7) along the opposite direction of the counterclockwise rotation direction of the oil inlet valve plate (6) is an acute angle.

4. The silicone oil fan clutch according to claim 1 or 2, characterized in that: The first-stage oil return hole (3), the second-stage oil return hole (4) and the oil return valve plate (5) are all rectangular in shape; and When the silicone oil fan clutch is in a disengaged state, the edges of the primary oil return hole (3) and the secondary oil return hole (4) in their length directions coincide with the edge of the oil return valve plate (5).

5. The silicone oil fan clutch according to claim 4, characterized in that: The widths of the primary oil return hole (3) and the secondary oil return hole (4) are both greater than the maximum length of the primary oil inlet hole (8) along the width direction of the primary oil return hole (3).

6. The silicone oil fan clutch according to claim 1 or 2, characterized in that: The oil inlet valve plate (6) and the oil return valve plate (5) are mounted on the housing (1) via a common control pin (13).

7. The silicone oil fan clutch according to claim 1 or 2, characterized in that: Also includes: A first limiting block and a second limiting block are provided on both sides of the oil inlet valve plate (6) and are used to limit the position of the oil inlet valve plate (6); and The third limiting block and the fourth limiting block are arranged on both sides of the oil return valve plate (5) and are used to limit the position of the oil return valve plate (5).

8. A vehicle, characterized in that: The invention comprises an engine and a silicone oil fan clutch as claimed in any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that Also included is a controller configured to: Monitor the engine water outlet temperature of the vehicle where the silicone oil fan clutch is located under the current operating conditions; and When the vehicle switches from a low-load state to a high-load operating state, the engine advance torque limiting strategy is activated to limit the engine outlet water temperature to always not exceed the engine torque limit temperature, wherein the engine advance torque limiting strategy is configured to adjust the actual engine output torque at the current moment based on the temperature deviation between the engine outlet water temperature and the engine torque limit temperature.

10. The vehicle according to claim 9, characterized in that The actual output torque of the engine increases with the increase of the temperature deviation and does not exceed the maximum torque of the engine at the current speed, and the engine advance torque limiting strategy includes: Obtaining a temperature deviation between the engine water outlet temperature and the engine torque limit temperature at a current moment; In response to the temperature deviation being greater than a first set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the maximum torque of the engine at a current speed; In response to the temperature deviation being less than or equal to a first set value and greater than a second set value, adjusting the operating parameters of the engine so that the actual output torque of the engine is equal to the product of the maximum torque of the engine at a current speed and a first coefficient; and In response to the temperature deviation being less than or equal to a second set value and greater than a third set value, the operating parameters of the engine are adjusted so that the actual output torque of the engine is equal to the product of the maximum torque of the engine at the current speed and a second coefficient, wherein the first set value, the second set value and the third set value decrease in sequence, and the first coefficient is greater than the second coefficient.

Images