Tensioning device, tensioning system, vehicle and tension control method

Abstract

The application particularly relates to a tensioning device, a tension adjusting system, a vehicle and a tension control method, the tensioning device comprising a shell, a movable piece, an elastic assembly and a tensioning wheel. The inside of the shell is movably provided with a push plate, the push plate divides the shell into an oil cavity and a mounting cavity, the oil cavity is arranged in communication with the outside of the shell and the internal pressure of the oil cavity is adjustable. The first end of the movable piece is movably arranged in the mounting cavity, the second end of the movable piece extends to the outside of the shell, the elastic assembly is arranged in the mounting cavity, the elastic assembly has a first state and a second state, in the first state, the oil cavity has a first oil pressure, in the second state, the oil cavity has a second oil pressure. The tensioning wheel is arranged at the second end of the movable piece, and the tensioning wheel is used for abutting against a belt of an engine front end wheel system. The tensioning device can adjust the tension of the engine front end wheel system according to requirements, so as to solve the problem that the controllability of the belt tension of the existing engine front end wheel system is poor and the tension is easily wasted.

Description

Technical Field

[0001] This invention relates to the field of automotive engine component technology, specifically to a tensioning device, a tension adjustment system, a vehicle, and a tension control method. Background Technology

[0002] The greater the tension of the front pulley belt, the greater the stress on the components, the greater the frictional energy loss, and the shorter the component life. In current heavy-duty trucks, especially tractor units, the fan is mostly in a follow-the-rotation state at a very low speed (<800rpm). However, the tension of the front pulley belt is designed for the fan to operate at full speed under the most severe working conditions, resulting in a very high tension.

[0003] However, the belt tension of the front pulley system, designed according to the fan's maximum power, is often unused due to the fan's low operating speed, resulting in a significant waste of belt tension. High belt tension also brings disadvantages: increased frictional energy consumption and shorter component lifespan, further contributing to this substantial waste. Summary of the Invention

[0004] The purpose of this invention is to at least solve the problem of poor belt tension controllability and easy tension waste in existing engine front-end pulley systems. This objective is achieved through the following technical solution:

[0005] The first aspect of the present invention provides a tensioning device for an engine front wheel train, comprising:

[0006] The housing has a push plate movably disposed inside, which divides the interior of the housing into an oil chamber and an installation chamber. The oil chamber is connected to the outside of the housing, and the internal pressure of the oil chamber is adjustable.

[0007] A movable component, the first end of which is movably disposed in the mounting cavity, and the second end of which passes through the housing and extends to the outside of the housing;

[0008] An elastic component is disposed in the mounting cavity. One end of the elastic component is connected to the push plate, and the other end of the elastic component is connected to the movable member. The elastic component has a first state and a second state. In the first state, the oil cavity has a first oil pressure, and in the second state, the oil cavity has a second oil pressure. The first oil pressure is less than the second oil pressure.

[0009] The tension pulley is located at the second end of the movable part and is used to abut against the belt of the front wheel system of the engine.

[0010] The tensioning device of this invention includes a housing, a movable component, an elastic component, and a tensioning pulley. By providing a push plate inside the housing, the housing can be divided into an oil chamber and a mounting chamber. Simultaneously, by connecting the oil chamber to the outside, the pressure of the oil chamber can be adjusted. In conjunction with the movable component, elastic component, and tensioning pulley located in the mounting chamber, the tensioning device can adjust the pressure of the oil chamber under the control of an external device, thereby driving the tensioning pulley to move and abut against the belt of the engine's front-end pulley system, achieving the purpose of belt tensioning. This configuration allows the tensioning device to regulate belt tension, enabling the engine's front-end pulley system to operate at low belt tension for extended periods, helping to reduce fuel consumption and extend component lifespan. Furthermore, it can meet the requirement of full-speed fan operation in extreme situations, helping to solve the problem of poor belt tension controllability and easy tension waste in existing engine front-end pulley systems, thus achieving the effects of reducing fuel consumption and failure rate.

[0011] In addition, the tensioning device according to the present invention may also have the following additional technical features:

[0012] In some embodiments of the present invention, the elastic component includes a first spring and a second spring, the first spring having a first stiffness and the second spring having a second stiffness, wherein the first stiffness is less than the second stiffness.

[0013] In some embodiments of the present invention, a guide post is provided on the side of the push plate facing the movable member, the first spring is sleeved on the outer surface of the guide post, and the second spring is sleeved on the outside of the first spring and spaced apart from the first spring.

[0014] A second aspect of the present invention provides a tension adjustment system, comprising:

[0015] The engine front-end pulley system includes a crankshaft pulley, a fan pulley, a first idler pulley, and a first belt, wherein the first belt is sequentially wound around the crankshaft pulley, the fan pulley, and the first idler pulley;

[0016] A tension control assembly, comprising a tensioning device as described in this invention, wherein the tensioning wheel of the tensioning device abuts against the surface of the first belt and is located between the crankshaft pulley and the first idler pulley.

[0017] The tension adjustment system of this invention includes an engine front-end pulley system and a tension control component. The tension control component includes the aforementioned tensioning device, and the tensioning wheel of the tensioning device acts on the first belt of the engine front-end pulley system for tensioning each pulley. By adjusting the pressure of the oil chamber, the tensioning wheel is driven to move on the base, that is, the relative position of the tensioning wheel and the first belt changes, thereby increasing or decreasing the tension of the belt on the pulley system. According to the working conditions, the rotation of the tensioning component is controlled by adjusting the rotation of the cam to change the basic tension of the system, so as to meet the tension requirements of the pulley system at different working conditions. Compared with the prior art of constant tension in the front-end pulley system, this invention realizes the ability to adjust the basic tension value of the system according to different working requirements, thereby reducing engine friction work and reducing engine fuel consumption under low tension requirements.

[0018] In some embodiments of the present invention, the tension control component further includes:

[0019] The hydraulic pump idler wheel includes a hydraulic pump body and a pulley. The pulley is disposed on the pump shaft of the hydraulic pump body. The pulley abuts against the surface of the first belt and is located between the fan pulley and the first idler wheel. The outlet of the hydraulic pump body is connected to the oil inlet of the oil chamber through a first oil pipe.

[0020] An electronic pressure regulating valve is connected to the oil outlet of the oil chamber via a second oil pipe and to the inlet of the hydraulic pump body via a third oil pipe.

[0021] In some embodiments of the present invention, the engine front-end gear train further includes a fan, a fan connecting plate, and a silicone oil fan clutch. The fan is connected to the fan pulley via the fan connecting plate, and the silicone oil fan clutch is located on the side of the fan away from the fan pulley.

[0022] In some embodiments of the present invention, the tension adjustment system further includes:

[0023] An electronic control element is electrically connected to the electronic pressure regulating valve and the silicone oil fan clutch.

[0024] A third aspect of the present invention provides a vehicle comprising a tension adjustment system as described in the present invention.

[0025] Compared with the prior art, the vehicle proposed in this invention has the technical advantages of the tension adjustment system described above, which will not be elaborated here.

[0026] A fourth aspect of the present invention provides a tension control method, implemented using a tension adjustment system as described in the present invention, the tension control method comprising:

[0027] Obtain the engine's current operating information;

[0028] Based on the current operating information of the engine, if the first preset condition is met, the oil chamber pressure of the tensioning device is adjusted to the second oil pressure, and the fan is driven to run at full speed.

[0029] The engine continuously acquires current information and, based on the engine's current operating information, meets a second preset condition to reduce the fan speed.

[0030] The fan speed is obtained, and the oil chamber pressure is adjusted to a first oil pressure if the speed is lower than a preset speed.

[0031] In some embodiments of the present invention, the current information of the engine includes the engine water temperature, the intake air temperature after intercooling, the oil chamber pressure, and the fan speed;

[0032] The first preset conditions include:

[0033] The engine coolant temperature is greater than a first preset temperature, and the intake air temperature is greater than a second preset temperature; the oil pressure is the first oil pressure, and the fan speed is less than the first speed;

[0034] The second preset condition includes:

[0035] The engine coolant temperature is lower than the third preset temperature, and the intake air temperature is lower than the fourth preset temperature; the oil pressure is the second oil pressure, and the fan speed is higher than the second speed;

[0036] Wherein, the first preset temperature is greater than or equal to the third preset temperature, the second preset temperature is greater than or equal to the fourth preset temperature, and the first rotation speed is less than or equal to the second rotation speed. Attached Figure Description

[0037] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0038] Figure 1 This is a partial structural schematic diagram of the engine shown in an embodiment of the present invention;

[0039] Figure 2 for Figure 1 The diagram shows a partial structural schematic of the engine from a second-view perspective.

[0040] Figure 3 for Figure 1 The diagram shows the structure of the tensioning device.

[0041] Figure 4 for Figure 3 A schematic cross-sectional view of the tensioning device shown in the AA direction;

[0042] Figure 5 for Figure 3 The diagram shows the structure of the tensioning device connected to the first belt.

[0043] Figure 6 for Figure 1 The diagram shows the structure of the hydraulic pump idler wheel.

[0044] Figure 7 for Figure 6 The diagram shows the structure of the hydraulic pump idler wheel from another perspective.

[0045] Figure 8 This is a schematic flowchart of the tension control method according to an embodiment of the present invention.

[0046] The markings in the attached diagram are as follows:

[0047] 1000, Engine;

[0048] 100. Engine front wheel system; 200. Tension control assembly;

[0049] 10. Tensioning device;

[0050] 11. Shell; 111. First part; 112. Second part;

[0051] 1101. Oil cavity; 1102. Mounting cavity; 1103. Oil inlet; 1104. Oil outlet; 1105. Mounting section;

[0052] 12. Push plate; 1201. First mounting slot; 1202. Second mounting slot; 1203. Guide post;

[0053] 13. Moving parts; 131. Plate; 132. Rod;

[0054] 14. Elastic component; 141. First spring; 142. Second spring;

[0055] 15. Tensioner pulley;

[0056] 20. Hydraulic pump idler wheel; 21. Hydraulic pump body; 2101. Inlet; 2102. Outlet; 2103. Mounting structure; 22. Pulley; 23. Pump shaft;

[0057] 30. Electronic pressure regulating valve;

[0058] 41. First oil pipe; 42. Second oil pipe; 43. Third oil pipe;

[0059] 51. Crankshaft pulley; 52. Fan pulley; 53. First idler pulley; 54. First belt;

[0060] 61. Generator pulley; 62. Second idler pulley; 63. Third idler pulley; 64. Fourth idler pulley; 65. Second belt;

[0061] 71. Fan; 72. Fan connecting plate; 73. Silicone oil fan clutch;

[0062] 80. Electronic control components; 81. Electrical control wiring harness. Detailed Implementation

[0063] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0064] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also mean including the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0065] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0066] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "over," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below other elements or features" or "below other elements or features" would subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations.

[0067] The main function of the engine front-end pulley system is to stably and efficiently drive accessories such as the generator, air conditioning compressor, and power steering pump, and to ensure the normal operation of all components throughout the engine's lifespan. The engine front-end pulley system refers to a transmission system that connects crankshaft pulleys, fan pulleys, water pump pulleys, etc., via one or more belts to transmit engine power.

[0068] The greater the belt tension in the front pulley system, the greater the stress on the components, the greater the frictional energy loss, and the shorter the component life. In current heavy-duty trucks, especially tractor units, the fan is mostly in a follow-along mode with a very low speed (<800rpm). However, the belt tension in the front pulley system is designed for the fan to operate at full speed under the most severe working conditions, resulting in a very high tension.

[0069] However, the belt tension of the front pulley system, designed according to the fan's maximum power, is often unused due to the fan's low operating speed, resulting in a significant waste of belt tension. High belt tension also brings disadvantages: increased frictional energy consumption and shorter component lifespan, further contributing to this substantial waste.

[0070] Based on the above-mentioned technical problems, the present invention proposes a tensioning device 10 for use in the front wheel system 100 of an engine, thereby solving the problem of poor belt tension controllability and easy tension waste in the existing front wheel system 100 of an engine.

[0071] like Figures 1-7As shown, the overall design of the tensioning device 10 includes a housing 11, a movable component 13, an elastic component 14, and a tensioning wheel 15. A push plate 12 is movably disposed inside the housing 11, dividing the housing 11 into an oil chamber 1101 and a mounting chamber 1102. The oil chamber 1101 communicates with the outside of the housing 11, and the internal pressure of the oil chamber 1101 is adjustable. The first end of the movable component 13 is movably disposed in the mounting chamber 1102, and the second end of the movable component 13 passes through the housing 11 and extends to the outside of the housing 11. The elastic component 14 is disposed in the mounting chamber 1102, with one end connected to the push plate 12 and the other end connected to the movable component 13. The elastic component 14 has a first state and a second state. In the first state, the oil chamber 1101 has a first oil pressure; in the second state, the oil chamber 1101 has a second oil pressure, where the first oil pressure is less than the second oil pressure. The tensioner 15 is located at the second end of the movable part 13 and is used to abut against the belt of the front pulley system 100 of the engine.

[0072] Specifically, by providing a pusher plate 12 inside the housing 11, the housing 11 can be divided into an oil chamber 1101 and a mounting chamber 1102. Simultaneously, by connecting the oil chamber 1101 to the outside, the pressure of the oil chamber 1101 can be adjusted. In conjunction with the movable component 13, elastic component 14, and tensioning wheel 15 located in the mounting chamber 1102, the tensioning device 10 can adjust the pressure of the oil chamber 1101 under the control of an external device, thereby driving the tensioning wheel 15 to move and engage with the belt of the engine front pulley system 100, achieving the purpose of tensioning the belt. This configuration allows the tensioning device 10 to regulate belt tension, enabling the engine front pulley system 100 to operate at low belt tension for extended periods. This helps reduce fuel consumption and extend component lifespan. Furthermore, it can meet the requirement of full-speed operation of the fan 71 in extreme cases, helping to solve the problem of poor belt tension controllability and wasted tension in existing engine front pulley systems 100, thus achieving the effects of reduced fuel consumption and lower failure rate.

[0073] It should be understood that the tensioning device 10 is located at the front end of the engine 1000 to abut against the belt of the front pulley system 100 of the engine, thereby achieving the purpose of tensioning the belt. Figures 3-5 As shown, the tensioning device 10 includes a housing 11, a movable member 13, an elastic component 14, and a tensioning wheel 15. The housing 11 is generally cylindrical; optionally, it is cylindrical in shape, and an internal cavity is provided within the housing 11. In this embodiment, the housing 11 includes a first portion 111 and a second portion 112. The first portion 111 is inserted into and connected to the second portion 112 to form the cavity, facilitating the installation and fixation of the push plate 12, the movable member 13, and the elastic component 14.

[0074] likeFigure 4 As shown, a pusher plate 12 is provided inside the receiving cavity, abutting against the inner wall of the receiving cavity to divide the receiving cavity into an oil cavity 1101 and a mounting cavity 1102. Meanwhile, the housing 11 is provided with an oil inlet 1103 and an oil outlet 1104, located on the side of the oil cavity 1101 opposite to the mounting cavity 1102, so that the oil cavity 1101 can communicate with external equipment through the oil inlet 1103 and the oil outlet 1104. The external equipment can control the input or output of fluid into or out of the oil cavity 1101, thereby adjusting the pressure of the oil cavity 1101. The pressure change in the oil cavity 1101 can drive the pusher plate to move. Optionally, the external equipment can be configured as an electronic pressure regulating valve 30 and a hydraulic pump.

[0075] Still Figure 4 and Figure 5 As shown, the movable component 13 has a first end and a second end. The first end of the movable component 13 is provided with a plate 131, and a rod 132 is provided on the plate 131. A tensioning wheel 15 is provided at the end of the rod 132 opposite to the plate 131. At this time, the end of the rod 132 opposite to the plate 131 is the second end. Optionally, the plate 131 is adapted to be connected to the mounting cavity 1102. In this embodiment, the plate 131 is movably disposed in the mounting cavity 1102. At the same time, the rod 132 passes through the housing 11, and the end opposite to the plate 131 extends to the outside of the housing 11, so that the tensioning wheel 15 abuts against the belt of the engine front pulley system 100.

[0076] In this embodiment, the elastic component 14 is disposed in the mounting cavity 1102. One end of the elastic component 14 is connected to the push plate 12, and the other end of the elastic component 14 is connected to the plate body 131. At this time, the elastic component 14 has a first state and a second state. Correspondingly, the oil cavity 1101 has a first oil pressure and a second oil pressure. When the pressure of the oil cavity 1101 is the first oil pressure, the elastic component 14 is in the first state. At this time, the elastic component 14 is in a compressed state and applies a first pushing force to the plate body 131. The tensioning wheel 15 abuts against the belt of the engine front wheel system 100 and applies a small thrust to the belt, so that the belt of the engine front wheel system 100 has a small belt tension. When the pressure of the oil cavity 1101 is the second oil pressure, the elastic component 14 is in the second state. At this time, the elastic component 14 is in a compressed state and applies a second pushing force to the plate body 131. The tensioning wheel 15 abuts against the belt of the engine front wheel system 100 and applies a larger thrust to the belt, so that the belt of the engine front wheel system 100 has a larger belt tension. By adopting the above control method, the belt tension can be adjusted so that the engine front pulley system 100 can operate with low belt tension for a long time, reducing fuel consumption and improving the life of parts, and can also meet the full-speed operation requirements of the fan 71 under extreme conditions.

[0077] It should be noted that in this embodiment, the second oil pressure is greater than the first oil pressure, the first oil pressure is greater than or equal to zero, and the first and second oil pressures can be determined according to the belt tension requirements of the front pulley system 100 of the engine. At the same time, since the belt tension is constantly decreasing during the life cycle of the engine 1000, the first and second oil pressures can be adaptively adjusted during the long-term operation of the engine 1000 to ensure that the belt can perform well in a good operating state for a long time and effectively.

[0078] In addition, when the pressure in the oil chamber 1101 is the first oil pressure, the elastic component 14 can be in the natural state. At this time, the elastic component 14 cannot apply a pushing force to the plate 131. The tension wheel 15 is either in contact with or spaced from the belt of the engine front wheel system 100. This arrangement does not affect the operation of the engine front wheel system 100.

[0079] Furthermore, the elastic component 14 includes a first spring 141 and a second spring 142, the first spring 141 having a first stiffness and the second spring 142 having a second stiffness, the first stiffness being less than the second stiffness.

[0080] Specifically, by setting the elastic component 14 as a first spring 141 and a second spring 142, and making the first stiffness less than the second stiffness, the tensioning device 10 can exhibit different driving forces in the first and second states. It can not only cooperate with the oil chamber 1101 to ensure the contact between the tensioning pulley 15 and the belt, but also cooperate with the different needs of the belt of the front wheel system 100 of the engine, reducing the friction work of the rotating moving parts of the front wheel system and increasing the life of the rotating moving parts of the front wheel system, that is, achieving reduced fuel consumption and reduced failure rate.

[0081] It should be understood that a first spring 141 and a second spring 142 are provided in the mounting cavity 1102, both of which are disposed between the plate 131 and the push plate 12. One end of the first spring 141 is connected to the plate 131, and the other end is connected to or spaced apart from the push plate 12. Correspondingly, one end of the second spring 142 is connected to the plate 131, and the other end is spaced apart from the push plate 12. Optionally, the second spring 142 is spaced apart from the first spring 141, or the second spring 142 is sleeved on the outside of the first spring 141. In this embodiment, the wire diameter of the second spring 142 is larger than that of the first spring 141, that is, the first stiffness of the first spring 141 is less than the second stiffness of the second spring 142. By using a first spring 141 and a second spring 142 with different stiffnesses in combination, excitation sources and impact loads of different frequencies can be absorbed and suppressed. This not only further ensures the contact effect between the tensioning pulley 15 and the belt, but also reduces the impact of vibration on the push plate 12, thereby avoiding pressure adjustment in the oil chamber 1101.

[0082] It should be further understood that, in this embodiment, a guide post 1203, a first mounting groove 1201, and a second mounting groove 1202 are provided on the side of the push plate 12 facing the push plate 12. Both the first mounting groove 1201 and the second mounting groove 1202 are annular grooves, and both are arranged around the guide post 1203 as the center. Simultaneously, the end of the first spring 141 facing the push plate 12 is disposed in the first mounting groove 1201, and the end of the second spring 142 facing the push plate 12 is disposed in the second mounting groove 1202. In this case, the first spring 141 is sleeved on the outer surface of the guide post 1203, and the second spring 142 is sleeved outside the first spring 141, spaced apart from the first spring 141. This arrangement helps to improve the performance of the elastic component 14 and also improves the ease of installation of the elastic component 14.

[0083] The second aspect of this embodiment provides a tension adjustment system comprising an engine front pulley system 100 and a tension control assembly 200. The engine front pulley system 100 includes a crankshaft pulley 51, a fan pulley 52, a first idler pulley 53, and a first belt 54, the first belt 54 being sequentially wound around the crankshaft pulley 51, the fan pulley 52, and the first idler pulley 53. The tension control assembly 200 includes the aforementioned tensioning device 10, and the tensioning pulley 15 of the tensioning device 10 abuts against the surface of the first belt 54 and is located between the crankshaft pulley 51 and the first idler pulley 53.

[0084] Specifically, the tension adjustment system of this embodiment includes an engine front-end pulley system 100 and a tension control component 200. The tension control component 200 utilizes the tensioning device 10 described above. The tensioning wheel 15 of the tensioning device 10 acts on the first belt 54 of the engine front-end pulley system 100 for tensioning each pulley. By adjusting the pressure of the oil chamber 1101, the tensioning wheel 15 is driven to move on the base, that is, the relative position of the tensioning wheel 15 and the first belt 54 changes, thereby increasing or decreasing the tension of the belt on the pulley system. According to the working conditions, the rotation of the tensioning component is controlled by adjusting the rotation of the cam to change the basic tension of the system, so as to meet the pulley system tension requirements at different working conditions. Compared with the prior art of constant tension in the front-end pulley system, the present invention realizes the corresponding adjustment of the basic tension value of the system according to different working requirements, thereby achieving the purpose of reducing the friction work of the engine and reducing the fuel consumption of the engine under low tension demand conditions.

[0085] It should be understood that the engine front-end pulley system 100 includes a crankshaft pulley 51, a fan pulley 52, and a first idler pulley 53 mounted on the base (engine 1000), and a first belt 54 is sequentially wound around the crankshaft pulley 51, the fan pulley 52, and the first idler pulley 53. The fan pulley 52 is connected to the fan 71 for transmission, the crankshaft pulley 51 is located below the fan pulley 52, and the first idler pulley 53 is located on one side of the fan pulley 52, forming a near-triangular structure with the fan pulley 52 and the crankshaft pulley 51. The first idler pulley 53 can be a pulley or a water pump pulley. Meanwhile, the tensioning device 10 is provided with a mounting part 1105. Specifically, the mounting part 1105 is provided on the second part 112 of the housing 11, and the mounting part 1105 has mounting holes for mating with the base. Optionally, the mounting part 1105 is a plate 131, and there are at least two mounting parts 1105, respectively located on opposite sides of the housing 11.

[0086] In this embodiment, the first belt 54 is a multi-wedge belt, also known as a multi-groove belt. A multi-wedge belt refers to an annular rubber transmission belt with a flat belt as its base and equally spaced longitudinal 40° trapezoidal wedges arranged on its inner surface. Its working surface is the side of the wedge. Meanwhile, the tension control assembly 200 includes the aforementioned tensioning device 10, and the tensioning wheel 15 of the tensioning device 10 abuts against the surface of the first belt 54 and is located between the crankshaft pulley 51 and the first idler pulley 53.

[0087] It should be noted that the present invention does not specifically limit the winding method of the belt and crankshaft pulley 51, fan pulley 52, and first idler pulley 53, and they can be rotated according to design requirements. As one embodiment, in this embodiment, the crankshaft pulley 51, fan pulley 52, and first idler pulley 53 are all disposed on the inner side of the first belt 54, and the tensioning pulley 15 of the tensioning device 10 is disposed on the outer side of the first belt 54.

[0088] Still Figure 1 As shown, the engine front-end pulley system 100 also includes a second belt 65, and a generator pulley 61, a second idler pulley 62, a third idler pulley 63, and a fourth idler pulley 64 located on one side of the crankshaft pulley 51. The second belt 65 is sequentially wound around the generator pulley 61, the second idler pulley 62, the third idler pulley 63, the crankshaft pulley 51, and the fourth idler pulley 64. Optionally, the second idler pulley 62 can be configured as an air conditioning compressor pulley or a pulley. In this embodiment, the generator pulley 61, the second idler pulley 62, and the crankshaft pulley 51 are all located inside the first belt 54, while the third idler pulley 63 and the fourth idler pulley 64 are all located outside the first belt 54.

[0089] It should be further understood that the engine front-end pulley system 100 also includes a fan 71, a fan connecting plate 72, and a silicone oil fan clutch 73. The fan 71 is connected to the fan pulley 52 via the fan connecting plate 72, and the silicone oil fan clutch 73 is located on the side of the fan 71 facing away from the fan pulley 52. ​​In this embodiment, the crankshaft pulley 51 rotates under the action of the generator pulley 61, driving the fan pulley 52 to rotate, thereby driving the fan 71 to rotate. By providing the silicone oil fan clutch 73, the speed of the fan 71 can be adjusted, thereby cooperating with the aforementioned tensioning device 10 to meet the vehicle's cooling requirements and achieve energy saving. For specific implementation details, please refer to the tension control method described below.

[0090] It should be noted that the function of the silicone oil fan clutch 73 is to regulate the temperature of the engine 1000 by utilizing the viscosity characteristics of the silicone oil. When the temperature is low, the temperature sensor closes the silicone oil inlet, the clutch disengages, and the fan 71 speed decreases. Conversely, when the temperature rises, the viscosity of the silicone oil increases, the clutch engages, and the fan 71 rotates synchronously with the engine 1000, thereby effectively regulating the heat dissipation of the engine 1000. The disengagement and engagement of the silicone oil fan clutch 73 can be controlled by external components, thus corresponding to pressure changes in the oil chamber 1101 of the tensioning device 10, achieving the requirements for vehicle cooling and energy saving.

[0091] Furthermore, the tension control assembly 200 also includes a hydraulic pump idler wheel 20 and an electronic pressure regulating valve 30. The hydraulic pump idler wheel 20 includes a hydraulic pump body 21 and a pulley 22. The pulley 22 is mounted on the pump shaft of the hydraulic pump body 21, abutting against the surface of the first belt 54, and is located between the fan pulley 52 and the first idler wheel 53. The outlet 2102 of the hydraulic pump body 21 is connected to the inlet 1103 of the oil chamber 1101 via a first oil pipe 41. The electronic pressure regulating valve 30 is connected to the outlet 1104 of the oil chamber 1101 via a second oil pipe 42, and to the inlet 2101 of the hydraulic pump body 21 via a third oil pipe 43.

[0092] Specifically, by setting up a hydraulic pump idler wheel 20 and an electronic pressure regulating valve 30, a tension control component 200 is formed to cooperate with the tensioning device 10 to regulate the tension of the engine front wheel system 100. At this time, the tension control component 200 changes the hydraulic pressure of the hydraulic pump idler wheel 20 and the pressure in the oil chamber 1101 by setting up the electronic pressure regulating valve 30. This not only enables the regulation of the tensioning device 10, but also helps to convert mechanical energy into hydraulic energy in cooperation with the engine front wheel system 100, which helps to improve the utilization rate of resources.

[0093] It should be understood that the hydraulic pump idler 20 includes a hydraulic pump body 21 and a pulley 22. The hydraulic pump body 21 has an inlet 2101 and an outlet 2102. The inlet 2101 and outlet 2102 are used to input or output fluid into or out of the hydraulic pump body 21, thereby changing the working efficiency of the hydraulic pump body 21. Specifically, the outlet 2102 of the hydraulic pump body 21 is connected to the inlet 1103 of the oil chamber 1101 via a first oil pipe 41, and the inlet 2101 of the hydraulic pump body 21 is connected to the electronic pressure regulating valve 30 via a third oil pipe 43. Furthermore, the hydraulic pump body 21 is provided with at least two mounting structures 2103. Optionally, the mounting structures 2103 adopt the same structure as the mounting part 1105 described above, which will not be elaborated further here. Meanwhile, the pulley 22 is mounted on the pump shaft 23 of the hydraulic pump body 21, abutting against the surface of the first belt 54, and is located between the fan pulley 52 and the first idler 53.

[0094] In this embodiment, the electronic pressure regulating valve 30 is connected to the oil outlet 1104 of the oil chamber 1101 via the second oil pipe 42, and to the inlet 2101 of the hydraulic pump body 21 via the third oil pipe 43. At this time, the electronic pressure regulating valve 30 can be electrically connected to an external control device, and under the action of the control device, adjust the fluid volume entering the oil chamber 1101, thereby regulating the pressure of the oil chamber 1101 to control the position of the tensioning wheel 15. The electronic pressure regulating valve 30 is an existing product that can be directly purchased and used. It has a simple structure and is relatively convenient to operate and install, and will not be described in detail here.

[0095] It is important to further understand that the tension adjustment system also includes an electronic control element 80. This electronic control element 80 is electrically connected to the electronic pressure regulating valve 30 and the silicone oil fan clutch 73 via an electrical control harness 81. In this case, the electronic control element 80 can simultaneously regulate the speed of the fan 71 and the pressure of the oil chamber 1101. In conjunction with the engine front-end pulley system 100, it can adjust the belt tension of the engine front-end pulley system 100 as needed, thereby reducing the frictional work of the rotating components of the front-end pulley system and increasing their lifespan. This achieves reduced fuel consumption and a lower failure rate, and also meets the vehicle's cooling requirements and energy-saving objectives. Specifically, in this embodiment, the electronic control element 80 is an ECU, the vehicle's central controller, which helps to further improve the vehicle's control functions, enhance vehicle performance, and ensure vehicle safety and energy efficiency.

[0096] The third aspect of this embodiment relates to a vehicle that includes the aforementioned tension adjustment system. This vehicle possesses all the technical advantages of the aforementioned tension adjustment system, which will not be elaborated upon here.

[0097] like Figure 8As shown, the fourth aspect of this embodiment relates to a tension control method, implemented using the aforementioned tension adjustment system. Specifically, the tension control method includes:

[0098] S1: Obtain the current operating information of engine 1000;

[0099] S2: Based on the current working information of the engine 1000, the first preset condition is met, the pressure of the oil chamber 1101 of the tensioning device 10 is adjusted to the second oil pressure, and the fan 71 is driven to run at full speed.

[0100] S3: Continuously acquire the current information of engine 1000, and reduce the speed of fan 71 according to the second preset condition based on the current working information of engine 1000;

[0101] S4: Obtain the rotation speed of fan 71, and adjust the pressure of oil chamber 1101 to the first oil pressure if the rotation speed is lower than the preset speed.

[0102] Specifically, the belt tension of the current front-end pulley system is designed to be constant, based on the maximum speed of the fan 71 under extreme operating conditions. This means it is not used in 99% of operating conditions, resulting in significant waste. This invention addresses this by setting first and second preset conditions to control the speed of the fan 71 and the pressure in the oil chamber 1101 of the tensioning device 10 based on the current operating information of the engine 1000. This, in conjunction with the engine front-end pulley system 100, allows for controllable belt tension, enabling the pulley system to operate at low belt tension for extended periods. This reduces fuel consumption and extends component lifespan. Furthermore, it ensures that the fan 71 can operate at full speed even in extreme conditions. Simultaneously, adjusting the fan 71's speed helps meet the vehicle's overall cooling requirements and achieves energy savings.

[0103] It should be understood that in this embodiment, the tension control method is implemented using the aforementioned tension adjustment system. Specifically, when the engine 1000 is running normally, the electronic control element 80 acquires the current information of the engine 1000 and determines whether the current operating information of the engine 1000 meets the first preset condition or the second preset condition. When the current operating information of the engine 1000 meets the first preset condition, that is, when the vehicle has a need to increase cooling capacity, the electronic control element 80 controls the electronic pressure regulating valve 30 to adjust the pressure of the oil chamber 1101 of the tensioning device 10 to the second oil pressure. At the same time, it controls the silicone oil fan clutch 73 to operate so that the fan 71 runs at full speed, thereby meeting the cooling requirements.

[0104] Next, the electronic control element 80 continuously acquires the current information of the engine 1000. When the current operating information of the engine 1000 meets the second preset condition, i.e., the vehicle has a need to reduce cooling capacity and save energy, the electronic control element 80 will prioritize the operation of the silicone oil fan clutch 73 to reduce the speed of the fan 71. When the speed of the fan 71 is lower than the preset speed, the electronic pressure regulating valve 30 is controlled to adjust the pressure of the oil chamber 1101 to the first oil pressure. At this time, the tensioner 15 will be pushed by the first spring 141, and the belt tension of the engine front pulley system 100 is small, which meets the operating requirement that the speed of the fan 71 is lower than the preset speed. The pulley system components are subjected to less force, the operating friction work is low, and the component life is long. Optionally, the preset speed is 1200 rpm.

[0105] Finally, while the engine 1000 is running, the electronic control element 80 will continuously acquire the current information of the engine 1000 and make judgments until the engine 1000 stops running.

[0106] It needs to be further understood that the current information of engine 1000 includes the engine 1000's coolant temperature, the intake air temperature after intercooling, the pressure of oil chamber 1101, and the rotational speed of fan 71. Simultaneously, the first preset condition includes that the engine 1000's coolant temperature is greater than a first preset temperature, and the intake air temperature is greater than a second preset temperature; the oil pressure is the first oil pressure, and the fan rotational speed is less than the first rotational speed. Correspondingly, the second preset condition includes that the engine 1000's coolant temperature is less than a third preset temperature, and the intake air temperature is less than a fourth preset temperature; the oil pressure is the second oil pressure, and the fan rotational speed is greater than the second rotational speed. Specifically, the first preset temperature is greater than or equal to the third preset temperature, the second preset temperature is greater than or equal to the fourth preset temperature, and the first rotational speed is less than or equal to the second rotational speed. When the current information of engine 1000 meets the first and second preset conditions, the electronic control element 80 adjusts the rotational speed of fan 71 through the electronic pressure regulating valve 30 and the silicone oil fan clutch 73 to meet the vehicle's cooling requirements and achieve energy saving.

[0107] Specifically, the belt tension of the engine front pulley system 100 has a first operating value F1 and a second operating value F2. When the belt tension is the first operating value F1, the fan 71 of the engine 1000 can be driven to operate below 1200 rpm. At this time, the engine front pulley system 100 can meet the energy-saving requirements of the entire vehicle. When the belt tension is the second operating value F2, the fan 71 of the engine 1000 can be driven to operate at full speed. At this time, the engine front pulley system 100 can meet the cooling requirements of the entire vehicle. Optionally, F1 = 312 N, F2 = 768 N.

[0108] When the belt tension is a first working value F1 or a second working value F2, the elastic component correspondingly has a first elastic force value or a second elastic force value, and the oil chamber has a first oil pressure M1 or a second oil pressure M2. In this embodiment, when the belt tension is the first working value F1, the first spring deforms, and the second elastic component is in its natural state. At this time, the first elastic force value is the elastic force value of the first spring. When the belt tension is the second working value F2, both the first spring and the second spring deform. At this time, the second elastic force value is the sum of the elastic force values ​​of the first spring and the second spring. The elastic force of the first spring, the elastic force of the second spring, and the first oil pressure M1 and the second oil pressure M2 can all be calculated to ensure that the tensioning device can accurately control the belt tension of the first belt.

[0109] It should be noted that the formulas for calculating the elastic force f1 of the first spring and the elastic force f2 of the second spring are as follows:

[0110] f1 = F1 * sinθ;

[0111] f2 = F2*sinθ - f1;

[0112] Among them, combined Figure 5 As shown, θ is the angle formed by the tensioner bending the first belt. In this embodiment, θ is 114.3°, f1 = 284.4 N; f2 = 415.6 N.

[0113] Meanwhile, the requirements for the first oil pressure M1 and the second oil pressure M2 in the oil chamber are as follows:

[0114] M1<f1 / πr 2 =284.4N / 3.14*(ф / 2)2=111.9kPa,

[0115] M2>(f1+f2) / πr 2 =284.4N / 3.14*(ф / 2)2=356.7kPa.

[0116] Optionally, M1 is 110 kPa and M2 is 370 kPa.

[0117] In practical applications, the electronic control unit (ECU) receives the engine's current operating information, including the engine coolant temperature, the intake air temperature after intercooling, the oil chamber pressure, and the fan speed. In this embodiment, the engine coolant temperature is the engine outlet coolant temperature. The ECU then sequentially checks whether the intake air temperature is greater than a second preset temperature, whether the engine outlet coolant temperature is greater than a first preset temperature, whether the oil pressure is the first oil pressure M1, and whether the fan speed is less than a first speed. When all conditions are met, the engine needs to increase its cooling capacity. At this time, the ECU issues a command to increase the oil chamber pressure to M2 = 370 kPa. At this point, the belt tension is 768 N, allowing the engine to drive the fan at full speed. Simultaneously, the ECU issues another command to increase the fan speed to over 1200 rpm to further enhance cooling capacity. The ECU continues to receive the engine's current operating information throughout this process.

[0118] After receiving the engine's current operating information, the electronic control unit (ECU) performs the aforementioned checks, and then sequentially checks whether the intake air temperature is lower than the fourth preset temperature, whether the engine coolant temperature is lower than the third preset temperature, whether the oil pressure is the second oil pressure, and whether the fan speed is higher than the second speed. When all the above conditions are met, the engine needs to reduce its cooling capacity to achieve energy saving. At this time, the ECU will issue a command to reduce the fan speed to below 1200 rpm. When the fan speed is <1200 rpm, the ECU will issue another command to reduce the oil chamber pressure to M1 = 110 kPa, thus saving energy and reducing consumption. In this embodiment, the second and fourth preset temperatures are both 40°C; the first preset temperature is 95°C; the third preset temperature is 78°C; and the first and second speeds are both 1200 rpm.

[0119] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A tensioning device for an engine front-end wheel system, characterized in that, include: The housing has a push plate movably disposed inside, which divides the interior of the housing into an oil chamber and an installation chamber. The oil chamber is connected to the outside of the housing, and the internal pressure of the oil chamber is adjustable. A movable component, the first end of which is movably disposed in the mounting cavity, the second end of which passes through the housing and extends to the outside of the housing, and the first end is provided with a plate. An elastic component is disposed in the mounting cavity. One end of the elastic component is connected to the push plate, and the other end of the elastic component is connected to the movable member. The elastic component has a first state and a second state. In the first state, the oil cavity has a first oil pressure, and in the second state, the oil cavity has a second oil pressure. The first oil pressure is less than the second oil pressure. The tension pulley is disposed at the second end of the movable part and is used to abut against the belt of the front pulley system of the engine; The elastic component includes a first spring and a second spring, the first spring having a first stiffness and the second spring having a second stiffness, wherein the first stiffness is less than the second stiffness. Both the first spring and the second spring are disposed between the plate and the push plate. One end of the first spring is connected to the plate and the other end of the first spring is connected to the push plate. One end of the second spring is connected to the plate and the other end of the second spring is spaced apart from the push plate. A guide post is provided on the side of the push plate facing the movable part. The first spring is sleeved on the outer surface of the guide post, and the second spring is sleeved on the outside of the first spring and spaced apart from the first spring.

2. A tension adjustment system, characterized in that, include: The engine front-end pulley system includes a crankshaft pulley, a fan pulley, a first idler pulley, and a first belt, wherein the first belt is sequentially wound around the crankshaft pulley, the fan pulley, and the first idler pulley; A tension control assembly, comprising a tensioning device as claimed in claim 1, wherein the tensioning wheel of the tensioning device abuts against the surface of the first belt and is located between the crankshaft pulley and the first idler pulley.

3. The tension adjustment system according to claim 2, characterized in that, The tension control component also includes: The hydraulic pump idler wheel includes a hydraulic pump body and a pulley. The pulley is disposed on the pump shaft of the hydraulic pump body. The pulley abuts against the surface of the first belt and is located between the fan pulley and the first idler wheel. The outlet of the hydraulic pump body is connected to the oil inlet of the oil chamber through a first oil pipe. An electronic pressure regulating valve is connected to the oil outlet of the oil chamber via a second oil pipe and to the inlet of the hydraulic pump body via a third oil pipe.

4. The tension adjustment system according to claim 3, characterized in that, The engine front-end gear train also includes a fan, a fan connecting plate, and a silicone oil fan clutch. The fan is connected to the fan pulley via the fan connecting plate, and the silicone oil fan clutch is located on the side of the fan away from the fan pulley.

5. The tension adjustment system according to claim 4, characterized in that, The tension adjustment system also includes: An electronic control element is electrically connected to the electronic pressure regulating valve and the silicone oil fan clutch.

6. A vehicle, characterized in that, The vehicle includes the tension adjustment system as described in any one of claims 2-5.

7. A tension control method, implemented using the tension adjustment system as described in any one of claims 2-5, characterized in that, The tension control method includes: Obtain the engine's current operating information; Based on the current operating information of the engine, if the first preset condition is met, the oil chamber pressure of the tensioning device is adjusted to the second oil pressure, and the fan is driven to run at full speed. The engine continuously acquires current information and, based on the engine's current operating information, meets a second preset condition to reduce the fan speed. The fan speed is obtained, and the oil chamber pressure is adjusted to a first oil pressure if the speed is lower than a preset speed.

8. The tension control method according to claim 7, characterized in that, The current information of the engine includes the engine's water temperature, the intake air temperature after intercooling, the pressure in the oil chamber, and the fan speed; The first preset conditions include: The engine coolant temperature is greater than a first preset temperature, and the intake air temperature is greater than a second preset temperature; the oil pressure is the first oil pressure, and the fan speed is less than the first speed; The second preset condition includes: The engine coolant temperature is lower than the third preset temperature, and the intake air temperature is lower than the fourth preset temperature; the oil pressure is the second oil pressure, and the fan speed is higher than the second speed; Wherein, the first preset temperature is greater than or equal to the third preset temperature, the second preset temperature is greater than or equal to the fourth preset temperature, and the first rotation speed is less than or equal to the second rotation speed.

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