Improved filter pulley, system comprising such a pulley and related control method

Abstract

A filter pulley includes: a hub configured to be fixed to a shaft that rotates about an axis; a crown portion coaxially and rotatably mounted on the hub; and a plurality of elastic groups arranged circumferentially relative to the hub and the crown portion, each of the elastic groups being sandwiched between a pair of first elements integral with the hub (2) and between a pair of second elements integral with the crown portion, the first elements comprising at least two spokes carried by an actuator, wherein the actuator comprises two parts that can be selectively coupled based on angular position data between the crown portion and the hub and / or based on torque data transmitted between different elements of the system including the pulley.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to Italian Patent Application No. 102020000009295, filed on April 28, 2020, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This invention relates to a filter pulley, and more particularly to a crankshaft pulley for an auxiliary drive device in an internal combustion engine, and a corresponding control system and method thereof. Background Technology

[0004] As is well known, the drive shaft in an internal combustion engine is subjected to torsional vibration due to the periodic stresses caused by combustion in the cylinders. These vibrations are particularly pronounced during startup and at low engine speeds, and in the presence of specific design features (such as dual-clutch transmissions, start-stop systems, or hybrid systems).

[0005] Torsional vibration causes irregular rotation of the drive pulley of the auxiliary transmission device, which is transmitted to the auxiliary components via the conveyor belt, thus subjecting the conveyor belt to periodic changes in tension.

[0006] In order to "filter" the torsional oscillations transmitted from the crankshaft to the belt, the filter pulley is usually used as the drive pulley, which is provided with a hub integrated with the drive shaft, a crown that mates with the belt, and one or more elastic elements through which the drive torque is transmitted from the hub to the crown.

[0007] Furthermore, in hybrid systems, it is considered necessary to disengage the crankshaft from the rest of the transmission. An example of this requirement is the use of an air conditioning system where, even when the engine is off, its compressor is coupled to the transmission and driven by one or more electric motor generators configured to generate torque rather than absorb it as would be normally the case. In this scenario, the inertia of the internal combustion engine results in a passive load, which often reduces the efficiency of the transmission system by consuming energy.

[0008] The known system is one in which the pulley is disengaged from the crankshaft of the internal combustion engine when the electric motor is active and the internal combustion engine is not in use.

[0009] However, these systems are particularly complex and bulky, resulting in high costs. Furthermore, known methods for controlling these systems are not particularly effective at engaging and disengaging the pulley. These inefficiencies generate noise, shocks, and, most importantly, limit the fatigue life of the pulley itself, leading to sudden breakage.

[0010] The purpose of this invention is to provide a filter pulley that solves the aforementioned technical problems in a simple and inexpensive manner. Summary of the Invention

[0011] The above objectives are achieved by means of the filter pulley, transmission system and control method of this application. Attached Figure Description

[0012] To better understand the present invention, non-limiting preferred embodiments are described below by way of example and with reference to the accompanying drawings, wherein:

[0013] Figure 1 This is a schematic diagram of a transmission system according to one aspect of the present invention;

[0014] Figure 2 yes Figure 1 A schematic diagram of the transmission system in the first operating state according to the control method of the present invention;

[0015] Figure 3 yes Figure 1 A schematic diagram of the transmission system in the first operating state according to the control method of the present invention;

[0016] Figure 4 The figures are perspective views and partial sectional views of the pulley according to the present invention, with some parts removed for clarity;

[0017] Figure 5 yes Figure 4 A perspective view of a portion of the pulley; some parts have been removed for clarity.

[0018] Figure 6 yes Figure 4 The front view of the pulley in the picture has some parts removed for clarity;

[0019] Figure 7 This is a radial cross-sectional view of a portion of the pulley according to the invention in a first operating state;

[0020] Figure 8 This is a radial cross-sectional view of a portion of the pulley according to the invention in a first operating state;

[0021] Figure 9 This schematically illustrates the control used in the first operating state of the transmission system. Figure 2 A flowchart of the pulley method in the diagram; and

[0022] Figure 10 This schematically illustrates the control used in the second operating state of the transmission system. Figure 2 The flowchart of the pulley method in the process. Detailed Implementation

[0023] Figure 1 The vehicle's drivetrain 100 is depicted, which basically includes an internal combustion engine 101, at least one electric motor / generator 102, and at least one auxiliary component 103 (e.g., a compressor or water pump for the vehicle's air conditioning circuit).

[0024] Each of the internal combustion engine 101, the electric motor / generator 102, and the auxiliary element 103 includes a corresponding shaft 101', 102', 103' and a corresponding pulley 104, 105, such as those known, which are connected to the pulley, particularly the pulley 1 for the internal combustion engine 101 according to the invention, and the corresponding pulleys 104, 105 for the electric motor / generator 102 and the auxiliary element 103.

[0025] The transmission system 100 includes an annular transmission element 106 (e.g., belt 107), preferably a multi-wedge or toothed belt, known to be configured to cooperate with pulleys 1, 104 and 105 to allow torque to be transmitted between the internal combustion engine 101, the electric motor 102 and the auxiliary element 103.

[0026] Figures 2 to 4 The filter pulley 1 is shown, which includes: a hub 2 having an axis A, designed to be connected to a shaft 101', i.e., the crankshaft of an internal combustion engine 101; and an annular crown 3, which is externally coaxial with the hub 2 and is supported on the hub 2 in a freely rotatable manner by a rolling device 4 (e.g., a bearing, preferably a rolling bearing).

[0027] The crown portion 3 includes an annular portion 5 with a profile 6 designed to mate with a multi-wedge belt (not shown). The crown portion 3 also includes a radial wall 7 and a generally cylindrical inner wall 8 having an axis A, the radial wall 7 being integral with the annular portion 5 and preferably a single piece thereof, extending radially toward the hub 2.

[0028] The coronal portion 3 carries and is integrated with the closure element 11, which includes an outer cylindrical wall 12 having an axis A and a flat radial annular wall 13, the flat radial annular wall 13 extending radially from the wall 12 toward the axis A and suspended.

[0029] The closing element 11 is press-fitted into the coronal portion 3 to form an annular chamber 15, which is radially sandwiched between one wall 12 and another wall 8 and axially defined by one wall 7 and another wall 13. Finally, the closing element 11 includes two radially opposing protrusions 16, 17 that extend axially from the wall 13 within the chamber 15.

[0030] The wall 7 of the coronal portion 3 forms protrusions (not shown) corresponding to and facing the protrusions 16, 17 of the closing element 11.

[0031] The pulley 1 may also be equipped with a dynamic damper, which is of a known type and not shown, integrated with the hub 2 and not described for simplicity. Furthermore, the pulley 1 includes a plurality (e.g., two) of arched elastic groups 20 circumferentially freely arranged in corresponding portions 15a, 15b of a chamber 15 defined by protrusions 16 and 17. The travel of the elastic groups 20 in the corresponding portions 15a, 15b is given by an angular clearance α between each elastic group 20, which is arranged to contact one and the other of the protrusions 16, 17.

[0032] Each elastic group 20 preferably includes a pair of arched helical springs 21, 22, which are advantageously, but not necessarily, placed in series with each other.

[0033] Even more preferably, each elastic group 20 is installed between the corresponding end pad 23 and the optional intermediate pad 24.

[0034] If there are two springs 21 and 22, they have different stiffnesses, or more precisely, larger and smaller stiffnesses, as will be described in further detail below.

[0035] The pad 23 preferably includes an arched portion 25 internally surrounding the end portions of the respective springs 21, 22 and a head 46 defining axial support for said end portions. The pad 44 includes an arched portion 47 internally surrounding the respective opposite end portions of the springs 21, 22, and the intermediate radial partition 48 is disposed between the two springs 21, 22.

[0036] Finally, pulley 1 includes an actuator 30 carried by hub 2, as described below. Actuator 30 has two spokes 31 that are freely movable in the circumferential direction within chamber 15 and are designed to interact with elastic group 20. Assuming the actuator 30 is arranged such that each spoke 31 is angularly spaced relative to elastic group 20, the angle formed between each spoke 31 and each elastic group 20 will be equal to σ / 2, where σ represents the total angular clearance between the spoke 31 and elastic group 20.

[0037] Therefore, the hub 2 and the crown 3 can rotate relative to each other within an angular range or a free angle without any torque transmission, the free angle being equal to the sum of the aforementioned angular clearances α and σ.

[0038] In addition, such as in Figure 5 and 6 As shown, the spokes 31 are positioned to radially coincide with the rolling device 4 and also advantageously with the centerline of the portion 6 to minimize the tilting torque in the pulley 1.

[0039] The actuator 30 preferably includes a connecting portion 32 carried by the hub 2 and an actuating portion 33 carrying the spokes 31 as described above. The connecting portion 32 and the actuating portion 33 are configured such that they can be selectively connected, so that in a first operating state, the connecting portion 32 driven by the hub 2 is integrally connected with the actuating portion 33, such that the latter is also driven by the hub, so that in a second operating state, the connecting portion 32 is operably disengaged from the actuating portion 33, such that the actuating portion 33 cannot transmit torque relative to the hub 2.

[0040] Advantageously, the connecting portion 32 is configured to move relative to the hub 2 along axis A, but is fixed relative to the latter's rotation, while the actuating portion 33 is configured to be rotatably supported by the crown portion 3 about axis A, but is fixed relative to its movement along the latter.

[0041] The actuating portion 33 is preferably substantially annular, thereby defining an outer surface from which the spokes 31 protrude and an inner surface with a diameter greater than that of the wall 8 to radially surround the wall 8.

[0042] Consistent with the described embodiment, the actuating portion 33 is rotatably supported at least radially by one wall 8 and at least axially by another wall 13. This rotatable support is advantageously achieved by corresponding support devices 34 (e.g., rotating plastic support bushings or rings, respectively clamped between the actuating portion 33 and one wall 8 and between the actuating portion 33 and the other wall 13).

[0043] Advantageously, the connecting portion 32 is freely movable on the hub 2 via a splined coupling 35 formed between the hub 2 and the connecting portion 32. The latter preferably has a substantially annular shape about axis A, the inner diameter of which is sized such that it surrounds the hub 2 externally.

[0044] The spline coupling 35 is thus formed between the inner surface of the coupling portion 32 and the outer surface of the hub 2, such that a plurality of teeth extending from the coupling portion 32 or the hub mate with corresponding seats formed in the latter. In the described embodiment, the hub 2 defines the number of teeth, while the coupling portion 32 defines the number of seats in which the teeth can mate.

[0045] The connecting portion 32 and the actuating portion 33 are selectively engaged by a shape coupling (e.g., a spline coupling 36), which may be engaged in a first state and disengaged in a second state. In the first state, the connecting portion 32 is positioned at the minimum distance relative to the axial position of the spoke 31, and in the second state, the connecting portion 32 is positioned at the maximum distance relative to the axial position of the spoke 31.

[0046] The connecting portion 32 is held in a first state by a force applied by the elastic device 37, and is preferably axially clamped between the hub 2 and the connecting portion 32. These elastic devices may advantageously include Bavarian washers.

[0047] The connecting part 32 is actuated by an actuating device 38 to move along axis A on the hub 2, the actuating device 38 being configured to impart a greater force than that applied by the elastic device 37.

[0048] These actuation devices 38 preferably include magnetic attraction devices (e.g., electromagnets 39, which are electrically connected to a power source such as a battery (not shown) or an electric motor-generator 102). Therefore, the detachment portion 32 is made of a material that means it is affected by the magnetic field of the electromagnet 39 (e.g., a ferromagnetic material).

[0049] The actuator 38 is also electrically connected to the electronic unit 40, which is configured to control the operation of the actuator 38 so that the connected part can pass between two states.

[0050] The electronic unit 40 may be a vehicle ECU or an internal combustion engine 101, and is electrically connected to an electric motor / generator 102, a sensor (not shown) configured to detect operating parameters of the internal combustion engine 101, and / or an element 103.

[0051] The electronic unit 40 includes a processing device configured to: detect signals from components electrically connected to the processing device; process these signals, possibly by storing the signals or using data previously stored in the processing device; and send control signals to the aforementioned components based on the aforementioned processing.

[0052] The actuating device 38 is advantageously carried by a hub 2, which is preferably made of two parts 2a and 2b rigidly connected to each other, for example, one laid flat on top of the other. According to the illustrated embodiment, hub part 2a supports the rolling device 4 and the actuator 30, while part 2b is configured to support the actuating device 38.

[0053] The portions 2a and 2b of the hub 2 are preferably substantially similar in shape to each other; furthermore, portion 2b includes a flange 2c that extends radially overhanging from the annular end edge of portion 2b. This end edge is the edge that contacts and engages with portion 2a to achieve a rigid connection thereto.

[0054] According to the configuration described above, the elastic device 37 is advantageously axially clamped between the flange 2c and the connecting portion 32, while the actuating device 38 is always carried by the flange 2c but is located on the opposite side relative to the elastic device 37. For this purpose, the flange 2c defines a seat 41, which is advantageously annular and configured to accommodate an electromagnet 39, which is also advantageously annular.

[0055] According to the configuration described above, the connecting portion 32 is placed at the maximum distance relative to the flange 2c in the first operating state, while in the second state, the connecting portion 32 is placed at the minimum distance relative to the flange 2c, thus making better contact with the flange 2c.

[0056] Furthermore, pulley 1 includes a cover 42 configured to engage in contact between crown 3 and hub 2 to prevent external communication with the components described above. According to the embodiment, all described functional components, except electromagnet 2, are isolated from the external environment by cover 42, ensuring that the oil contained inside pulley 1 for lubricating these components does not contaminate or leak to the outside.

[0057] Advantageously, the cover 42 is fixed to the crown 3 by pressure, for example, while being supported so that the cover 42 slides on the hub 2. In particular, the cover 42 may include an annular wall 43 that contacts and engages with a portion 5 of the crown 3, and a cylindrical wall 44 that extends overhanging from the inner radial edge of the annular wall 43 and is configured to engage with the flange 2c of the hub 2 and slide. The sliding engagement can be achieved by rotating the sealing ring 45.

[0058] The pulley 1 may also include a damper configured to dampen the relative oscillation between the hub 2 and the crown 3, but for the sake of brevity, it will not be described in detail here.

[0059] According to one aspect of the invention, the pulley 1 includes an angle sensor device 50 configured to detect the relative angular position between the connecting portion 32 and the actuating portion 33 (i.e., the position of the crown portion 3 relative to the hub 2). These angle sensor devices 50, in Figure 4 , 7 As schematically shown in Figure 8, an encoder or any other device configured to detect the relative rotation between the crown 3 and the hub 2 may preferably be included. These angle sensor devices 50 may be carried by the crown 3 or the hub 2 and electrically connected to the electronic unit 40 to transmit acquired data relating to the relative rotation between the crown 3 and the hub 2. The figures shown are obviously illustrative, and it is clear that the angle sensor devices 50 can be positioned in any way to directly detect or indirectly infer the relative angular position between the coupling portion 32 and the actuation portion 33.

[0060] According to another aspect of the invention, the transmission system 100 includes, alternatively or in combination with the preceding angle sensor device 50 and torque sensing device 110, the angle sensor device 50 and the torque sensing device 110 being configured to detect the torque applied by the shafts 101', 102', 103' and thus by the internal combustion engine 101, the electric motor / generator 102 and the functional element 103, respectively.

[0061] These torque sensing devices 110, such as in Figure 1 , 2 As schematically shown in Figures 101, 102, and 103, the torque transducer could be carried by shafts 101', 102', and 103', or it could be any other type of sensor configured to provide data to the annular transmission element 106, which is designed to process the torque output from shafts 101', 102', and 103'.

[0062] These sensor devices 110 are electrically connected to the electronic unit 40 to transmit acquired data relating to the torque applied by the shafts 101', 102', 103'.

[0063] The operation of pulley 1 as described above is as follows.

[0064] In a first state where the connecting portion 32 is operatively connected to the actuating portion 33, torque between the hub 2 and the crown portion 3 can be transmitted according to different operating stages of the system 100. This configuration can be used for normal system operation 100, where the internal combustion engine 101 provides torque for the entire system or hybrid operation, some of which is absorbed or additionally provided by the electric motor / generator 102.

[0065] In this configuration, the electromagnet 39 is deactivated, and therefore the connecting portion 32 is held in its operably connected position to the actuating portion 33 by the force of the elastic device 37.

[0066] In the first operating phase, referred to as the "drive mode" and constituting the normal pulley 1 operating mode, when the drive shaft 101' drives the belt 107, the speed of the hub 2 tends to exceed the speed of the crown 3. Therefore, once the spokes 31 of the actuator 30 exceed the free angle α formed by the sum of the angular clearance σ between the spokes 31 and the elastic group 20 and the angular travel α of the elastic group 20 as described above, torque will be transmitted to the protrusions 16 and 17 through the intervention of the corresponding elastic group 20, thus defining the transmission characteristics of the pulley 1.

[0067] The situation described for the drive mode occurs symmetrically in what is called "overrunning," in which the speed of the crown 3 tends to exceed the speed of the hub 2.

[0068] In the second state, where the connecting portion 32 is operably separated from the actuating portion 33, torque cannot be transmitted between the hub 2 and the crown portion 3. This state may be useful if it is desired to operate the system 100 in a fully / primarily electric mode, i.e., the internal combustion engine 101 is off or idling, and the electric motor / generator 102 provides torque to the system 100.

[0069] In this configuration, the electromagnet 39 is activated, and thus the connecting portion 32 is attracted by the electromagnetic force exerted by the electromagnet 39, thereby overcoming the force of the elastic device 37. This force causes it to compress the elastic device 37 and carry the connecting portion 32 to a position close to the flange 2c, thereby causing the spline connecting member 36 to disengage and thus disconnect from the actuating portion 33.

[0070] The control of the actuator is achieved by the electronic unit 40, which processes data received from the electric motor / generator 102, the functional element 103 and the internal combustion engine 101 to control the actuator 38 and thus the electromagnet 39.

[0071] According to the present invention, the electronic unit 40 processes the data received from the angle sensor device 50 and / or the torque sensing device 110 according to the method described below, so that the two parts 32, 33 of the actuator 30 can be connected and disconnected.

[0072] exist Figure 9 The first method, illustrated schematically, relates to control when the rate ω of the internal combustion engine is not zero.

[0073] Assuming pulley 1 is disengaged, for example, when the user (or the electronic unit 40 that automatically processes vehicle usage data) wants to switch from pure electric use of the drivetrain 100 to hybrid use, or to be driven entirely by the internal combustion engine 101, the pulley 1 needs to be engaged.

[0074] An example of the fully driven operation state using internal combustion engine 101 is as follows: Figure 2 As shown, an internal combustion engine provides torque M1, while an electric motor-generator 102 absorbs torque M2 and a functional element absorbs torque M3. It is well known that the traction torque M1 is greater than the sum of the resistance torques M2 and M3; therefore, the torque is transmitted by a belt 107 that engages with different pulleys 1, 104, and 105. Torques M1, M2, and M3 are measured using a torque sensing device 110.

[0075] In this state, the first torque M1 is significantly greater than the other two torques M2 and M3, therefore the connection between the two parts 32 and 33 of the actuator 31 must be made in the most advantageous position. This requirement is obviously necessary for shaped couplings (e.g., spline coupling 36 described for parts 32 and 33) to avoid interference in the coupling.

[0076] Specifically, the angle sensor device 50 detects the relative angular position α of the crown 3 relative to the hub 2, a value acquired by the electronic unit 40. The electronic unit 40 includes one or more sets of fixed angular position values ​​α stored in a memory. The electronic unit 40 is configured to compare the value acquired by the angle sensor device 50 with one or more sets of fixed angular position values ​​α. If the value corresponds to a fixed value within a certain tolerance range, the electronic unit 40 controls the actuator to command the engagement of the pulley 1, i.e., in the example described, the deactivation of the magnet. If the value is not correct, the electronic unit 40 continues to detect and compare the angular position of the pulley 1 until a consistent position is reached to activate the actuator.

[0077] At this point, the method returns to its starting position to begin a new cycle. Therefore, assuming pulley 1 is in a engaged state, as initially controlled by unit 40, for example, when the user (or the electronic unit 40 that automatically processes vehicle usage data) wants to switch from fully internal combustion engine 101-driven or hybrid use to pure electric use of transmission system 100, pulley 1 needs to be disengaged.

[0078] Figure 3 An example of a fully driven operation using an internal combustion engine 101 is shown, where the internal combustion engine provides residual torque M1, while the electric motor-generator 102 contributes starting torque M2 and functional elements absorb torque M3. It is known that traction torques M1 and M2 are greater than resistance torque M3, such that the torque is transmitted by belt 107 engaging with different pulleys 1, 104, and 105. Torques M1, M2, and M3 are measured using a torque sensing device 110.

[0079] In this state, although the torque M1 is residual, it is clear that the torque M1 still makes it difficult for the parts 32 and 33 of the two actuators 31 to disengage due to the residual torque being transmitted between them.

[0080] In particular, the torque sensing device 110 measures the torque M1 on shaft 101' and the torques M2 and M3 on shafts 102' and 103'. All these values ​​are acquired by the electronic unit 40, which includes a fixed set of permissible torque values ​​M stored in a memory. The electronic unit 40 is configured to compare the acquired value M1 with the fixed set of permissible torque values ​​M. If the value is less than the fixed value within a certain tolerance range, the electronic unit 40 controls the actuation device to disengage from the pulley 1, i.e., in the above-described case, thereby activating the magnet.

[0081] If the value is not small, the electronic unit 40 is configured to control at least the functional element 103 and / or the motor / generator 102 to modify the provided torques M3 and M2, respectively, such that the balance between torques M1, M2, and M3 is substantially zero. Here, at a substantially instantaneous moment, the torque transmitted between the two parts 32 and 33 of the actuator 31 is substantially zero. At this moment, since the detected torque M1 is significantly less than the set of M, the actuator (i.e., the magnet 39) can be activated.

[0082] Obviously, based on the same operation and the number of functional elements 103 present in system 100, the above description is also valid when the torque M1 is the resistance torque (with the sign of the remaining torque reversed).

[0083] exist Figure 10 As schematically illustrated, the second method involves controlling the speed ω of the internal combustion engine 101, the speed of the electric motor-generator 102, and the speed of the entire system 100 when the speed ω is zero.

[0084] Assuming pulley 1 is disengaged, for example, when the user (or the electronic unit 40 that automatically processes vehicle usage data) wants to switch from pure electric use of the drivetrain 100 to hybrid use or be driven entirely by the internal combustion engine 101, pulley 1 needs to be engaged.

[0085] In this state, the teeth of the engagement actuator portions 32 and 33 may be improperly aligned with the corresponding portions between pulley 2 and motor 3. The electronic unit 40 then controls the motor-generator 102 to provide a slight torque oscillation to the belt 107, sufficient to move its pulley 105 a small angular range (e.g., ±5°-10°) relative to its rest position. Simultaneously, the electronic unit 40 controls the actuator to control pulley 1, i.e., in the example described, to deactivate the magnet. Due to the movement occurring between portions 32 and 33, the probability of proper engagement increases if pulley 1 is not equipped with the angle sensor device 50.

[0086] At this point, the method returns to its starting position to begin a new cycle. Therefore, assuming pulley 1 is in a engaged state, as initially controlled by unit 40, for example, when the user (or the electronic unit 40 that automatically processes vehicle usage data) wants to switch from fully internal combustion engine 101-driven or hybrid use to pure electric use of transmission system 100, pulley 1 needs to be disengaged.

[0087] In this condition, the teeth of portions 32 and 33 of the actuator 30 can be under load, such that the force generated by the actuator is insufficient to disengage them.

[0088] Then, the electronic unit 40 controls the electric motor-generator 102 to provide a slight torque oscillation to the belt 107, causing the pulley 105 to move within a small angular range (e.g., positive or negative 5°-10°) relative to its rest position. Simultaneously, the electronic unit 40 controls the actuator to command the disengagement of the pulley 1, i.e., in the example described, particularly during the reversal of the oscillating torque provided by the electric motor-generator 2, the deactivation of the magnet. Due to the activation provided by the electric motor-generator 2 and the torque oscillation, the residual torque in the engagement of the actuator portions 32, 33 can be minimized, thus allowing them to disengage easily.

[0089] The advantages of the pulley 1 according to the invention thus become apparent.

[0090] As described above, the pulley 1 allows the crown 3 to be engaged and disengaged from the hub 2 in a compact, stable, and rapid manner, depending on the state of the system 100. Most importantly, it optimizes the engagement and disengagement timing based on the operating state of the system 100.

[0091] In particular, when the belt 107 transmits torque to the various components of the transmission device 100, and when the belt 107 is stationary and therefore there is no torque / rotation transmission between these components, the pulley 1 can be disengaged to avoid slippage or friction because the pulley 1 still transmits torque between the crown 3 and the hub 2.

[0092] On the other hand, based on the optimal relative position between the crown 3 and the hub 2, the pulley 1 can be engaged to avoid friction or failure of the shape connection between the two parts 32 and 33 of the hub 31.

[0093] Finally, it is clear that modifications and changes can be made to the described pulley 1 without departing from the scope of protection defined by the claims.

[0094] It is clear that the form of the described element can vary within the scope of the appended claims. It is also clear that the two parts 32, 33 can be connected using different coupling mechanisms, such as clutches or other shaped couplings.

[0095] Furthermore, as described above, system 100 may include additional elements such as those or more pulleys as required by the present invention.

Claims

1. A filter pulley (1), comprising: The hub (2) is configured to be fixed to the shaft that rotates about the axis (A); The crown (3) is coaxially and rotatably mounted on the hub (2); Multiple elastic groups (20) are arranged circumferentially relative to the hub (2) and the crown (3), and each elastic group (20) is sandwiched between a pair of first elements integral with the hub (2) and between a pair of second elements (16, 17) integral with the crown (3). The first elements include at least two spokes (31) carried by an actuator (30), the actuator (30) including a connecting portion (32) carried by the hub (2) and an actuating portion defining the spokes (31) carried by the crown (3). The pulley (1) includes a coupling device configured to allow selective engagement of the coupling portion (32) and the actuating portion (33) to define a first configuration and a second configuration. In the first configuration, the coupling portion (32) and the actuating portion (33) cooperate to operatively connect the crown portion (3) to the hub (2). In the second configuration, the coupling portion (32) and the actuating portion (33) are operatively disengaged to operatively disconnect the crown portion (3) from the hub (2). The pulley (1) includes an actuation device (38) and a sensor device (50), the actuation device (38) being configured to control the coupling device, and the sensor device (50) being configured to detect the relative angular position of the coronal portion (3) relative to the hub (2), the actuation device (38) controlling the coupling device based on the relative angular position.

2. The pulley according to claim 1, wherein, The sensor device includes an encoder.

3. The pulley according to claim 1, wherein, The connecting device includes a type of connecting element.

4. The pulley according to claim 3, wherein, These connecting devices include spline connecting parts (36).

5. The pulley according to claim 3, wherein, The connecting portion (32) and the actuating portion (33) define a splined coupling (36) device between them according to the position of the connecting portion (32) relative to the hub (2).

6. The pulley according to claim 1, wherein, The actuation device (38) includes an electromagnet (39).

7. A transmission system (100) for a vehicle, comprising: An internal combustion engine (101) and at least one electric motor / generator (102) each include a respective pulley configured to cooperate with an annular transmission element (106) to transmit torque between the internal combustion engine (101) and the at least one electric motor / generator (102), at least the pulley (1) of the internal combustion engine (101). Manufactured according to claim 1, the system further includes a torque sensing device (110) and an electronic unit (40), the torque sensing device (110) being configured to detect torque transmitted by the internal combustion engine (101) and the at least one electric motor / generator (102), and the electronic unit (40) being electrically connected to the torque sensing device (110) and configured to control the actuation device (38) based on the value detected by the torque sensing device (110).

8. A transmission system (100) for a vehicle, comprising: An internal combustion engine (101) and at least one electric motor / generator (102) each include a pulley configured to cooperate with an annular transmission element (106) to transmit torque between the internal combustion engine (101) and the at least one electric motor / generator (102). The pulley (1) of at least the internal combustion engine (101) includes a hub (2), a crown (3), and a plurality of elastic groups (20). The hub (2) is configured to be fixed to a shaft rotating about an axis (A). The crown (3) is coaxially and rotatably mounted on the hub (2). The plurality of elastic groups (20) are arranged circumferentially relative to the hub (2) and the crown (3), and each elastic group (20) is sandwiched between a pair of first elements integral with the hub (2) and between a pair of second elements integral with the crown (3). Between 16 and 17), the first element includes at least two spokes (31) carried by an actuator (30), the actuator (30) including a connecting portion (32) carried by the hub (2) and an actuating portion (33) defining the spokes (31) carried by the crown (3), the pulley (1) including a coupling device configured to allow selective engagement of the connecting portion (32) and the actuating portion (33) to define a first configuration and a second configuration, in the first configuration, the connecting portion (32) and the actuating portion (33) cooperating to operatively connect the crown (3) to the hub (2), and in the second configuration, the connecting portion (32) and the actuating portion (33) operatively disengaging to operatively disconnect the crown (3) from the hub (2). The pulley (1) includes an actuator (38) configured to control the coupling device. The system also includes a torque sensing device (110) and an electronic unit (40), the torque sensing device (110) being configured to detect torque transmitted by the internal combustion engine (101) and the at least one electric motor / generator (102), and the electronic unit (40) being electrically connected to the torque sensing device (110) and configured to control the actuation device (38) based on the value detected by the torque sensing device (110).

9. The system of claim 7, further comprising at least one functional element (103) including a respective pulley configured to cooperate with the annular transmission element (106) to transmit torque between the internal combustion engine (101) and the at least one electric motor / generator (102), the system comprising a torque sensing device (110) configured to further detect the torque transmitted by the functional element (103).

10. The system according to claim 7, wherein, These torque sensor devices include torque transducers.

11. A method for controlling a pulley (1) in a system (100) according to claim 7, wherein, The annular transmission element (106) is in motion to transmit torque between the components of the system (100), and the method includes the following stages: - Receive a request to connect the crown (3) to the hub (2); - Detect the relative position of the crown (3) with respect to the hub (2); - Evaluate whether the relative position is equal to a fixed value; - If not, repeat the previous evaluation steps again; if yes, check the actuators (38) to connect the crown (3) to the hub (2).

12. The method according to claim 11, wherein, This phase of controlling these actuators (38) includes the deactivation phase of the electromagnet (39).

13. A method for controlling the pulley (1) of the transmission system (100) according to claim 8, wherein, The annular transmission element (106) moves to transmit torque between the components of the system (100), and the method includes the following stages: - Receive a request to detach the crown (3) from the hub (2); - Detect the torque on the pulley of the transmission system (100); - Evaluate whether the torque value on the pulley (1) is less than a fixed value; - If so, check the actuator (38) to disengage the crown (3) from the hub (2); - In the negative case, the processing should provide the torque value to the motor / generator (102) and functional element (103) connected to these pulleys, and Check at least one of the motor / generator (102) and the functional element (103) connected to these pulleys to provide the torque value and return to the previous evaluation steps.

14. The method according to claim 13, wherein, This phase of controlling these actuators (38) includes the deactivation phase of the electromagnet (39).

15. A method for controlling a pulley (1) of a transmission system (100) of a vehicle, the vehicle comprising an internal combustion engine (101) and at least one electric motor / generator (102), each comprising a respective pulley configured to cooperate with an annular transmission element (106) to transmit torque between the internal combustion engine (101) and the at least one electric motor / generator (102), wherein the pulley (1) of at least the internal combustion engine (101) comprises a hub (2), a crown (3), and a plurality of elastic groups (20), the hub (2) being configured to be fixed to a shaft rotating about an axis (A), the crown (3) being coaxially and rotatably mounted on the hub (2), the plurality of elastic groups (20) being arranged circumferentially relative to the hub (2) and the crown (3), and each elastic group (20) being sandwiched between a pair of first elements integral with the hub (2) and with the crown. Between a pair of second elements (16, 17) integrally formed by the crown portion (3), the first element includes at least two spokes (31) carried by an actuator (30), the actuator (30) including a connecting portion (32) carried by the hub (2) and an actuating portion (33) defining the spokes (31) carried by the crown portion (3), the pulley (1) includes a coupling device configured to allow selective coupling of the connecting portion (32) and the actuating portion (33) to define a first configuration and a second configuration, in the first configuration, the connecting portion (32) and the actuating portion (33) cooperate to allow the crown portion (3) to be operably connected to the hub (2), and in the second configuration, the connecting portion (32) and the actuating portion (33) are operably disengaged to allow the crown portion (3) to be operably disconnected from the hub (2). in, The annular transmission element (106) is not in motion to transmit torque between the components of the system (100), and the method includes the following steps: - Receive a request to detach the crown (3) from the hub (2); - Check the motor / generator (102) to provide an oscillating torque value within a predetermined torque range; - When the motor / generator (102) provides the oscillating torque value, check the actuator (38) to disengage or engage the crown (3) with the hub (2).

16. The method according to claim 15, wherein, The control of the actuator (38) occurs during the reversal of the oscillating torque value provided by the motor / generator (102).

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