Multi-power decoupling engine fan support assembly

Abstract

The utility model discloses a multi-power decoupling engine fan support assembly which comprises a fan support body, a transmission shaft is installed in the fan support body, and a plurality of belt wheels are installed on the transmission shaft and are in transmission with the transmission shaft through a one-way clutch. The automobile engine is cooled through the fan support and the cooling fan, the structure is simplified, installation space and cost are saved, and reliability and stability of a system are improved. According to the device, power decoupling between a motor belt wheel and an engine belt wheel is achieved through the one-way transmission characteristic of the one-way clutch, and when power is input into the motor belt wheel, the engine belt wheel cannot be reversely dragged; when the engine belt wheel has power input, the motor belt wheel can be reversely dragged.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of automobile parts, and specifically refers to a multi-power decoupling engine fan support assembly. BACKGROUND

[0002] The original fuel engine drives the fan support for heat dissipation through the belt. But the new energy vehicle will have two kinds of input power of engine and motor, according to the vehicle state, one of which will drive the corresponding pulley for heat dissipation. But when the motor drives the corresponding pulley, it is not allowed to drive the other pulley to drag the engine, that is, the two kinds of input power need to be decoupled. The existing scheme is to arrange two sets of fan supports and heat dissipation fans, and the two powers are independently driven, but the cost is higher. And the scheme of sharing one set of fan support and heat dissipation fan is currently not available.

[0003] In the invention with application number 201811452862.2, the engine pulley of the engine is connected with the heat dissipation fan pulley through the engine belt; the electromagnetic clutch is a single combination position clutch or a double combination position clutch, the driving end of the electromagnetic clutch is connected with the heat dissipation fan pulley, and the driven end of the electromagnetic clutch is connected with the gear ring of the planetary gear set; the planetary gear of the planetary gear set is connected with the rotor of the motor through the planetary carrier of the planetary gear set; the rotor of the motor is a hollow shaft, which is sleeved on the rotating shaft between the sun gear of the planetary gear set and the heat dissipation fan through the bearing. This invention realizes the decoupling of the engine rotating speed and the heat dissipation fan rotating speed through the planetary gear set and the speed control of the motor, and the rotating speed of the heat dissipation fan can be adjusted in real time according to the engine working temperature requirement. The disadvantage of this invention is that the transmission is carried out through a complex planetary gear set structure, and only the decoupling of the engine rotating speed and the heat dissipation fan rotating speed can be realized, and the problem of power decoupling of sharing one set of fan support and heat dissipation fan by multiple powers cannot be solved.

[0004] In the invention with application number 201710433305.5, the groove wheel body (pulley) is rotatably connected on the connecting part through the bearing, the bearing is installed in the mounting hole of the pulley through the interference fit, the first plug cover and the second plug cover are respectively covered on both ends of the bearing, the first plug cover and the second plug cover are provided with positioning holes, and the connecting bolt passes through the positioning holes on the first plug cover and the second plug cover in sequence to complete the axial limiting of the groove wheel mechanism. This invention discloses a groove wheel mechanism with high universality, simple structure and low cost. The disadvantage of this invention is that only the fan structure and the installation steps can be simplified, and the problem of power decoupling of sharing one set of fan support and heat dissipation fan by multiple powers cannot be solved. SUMMARY

[0005] The purpose of this invention is to provide a multi-power decoupling engine fan bracket assembly. This device integrates components such as shafts, multiple pulleys, and clutches into a simple and compact structure, facilitating installation. Different pulleys have different input power sources; when the input power source is switched (i.e., the drive pulley is changed), the other pulleys are unaffected, thus achieving power decoupling.

[0006] To achieve this objective, a multi-power decoupled engine fan bracket assembly is characterized by comprising:

[0007] The fan bracket body is used to fix the fan bracket assembly to the connected body;

[0008] One end of the drive shaft is connected to and supported in the fan bracket body. Multiple pulleys are mounted on the drive shaft and drive the fan through a one-way clutch. The other end of the drive shaft is used to connect to the fan hub.

[0009] The above-described design concept of this utility model achieves power decoupling between the motor pulley and the engine pulley through a one-way clutch and a drive shaft. The motor pulley and engine pulley are powered by the motor and engine respectively, and each drives the same drive shaft. When the drive shaft rotates, it drags the fan hub connected to the drive shaft. The fan hub is connected to the cooling fan, allowing two different power inputs to drive the same cooling fan system for heat dissipation without mutual interference. In particular, when the motor pulley has power input, the engine pulley is not driven by the drive shaft, enabling multi-power new energy vehicles to dissipate heat through a single fan bracket and fan system.

[0010] An optimized design includes: the plurality of pulleys includes a motor pulley and an engine pulley, and a collar fitted on the outer circular shaft of the transmission shaft is provided between the motor pulley and the engine pulley, the collar being used for axial positioning between the motor pulley and the engine pulley.

[0011] The motor pulley and the engine pulley are driven by the motor and generator respectively, enabling multiple power sources to transmit power to the cooling fan. A collar is installed between the two pulleys to axially position the engine pulley support bearing and the motor pulley connection key, preventing the axial positions of the motor pulley and the engine pulley from being unstable during rotation and interfering with each other.

[0012] Another optimized design includes: the engine pulley is connected to a one-way clutch, and a pulley keyway is provided on the inner ring of the engine pulley.

[0013] On the one hand, a one-way clutch has the characteristic of one-way transmission. When the engine pulley is connected to the one-way clutch, it can prevent the transmission shaft from driving the generator pulley when the motor pulley drives the transmission shaft to rotate. On the other hand, the engine pulley and the one-way clutch are driven by a key, achieving efficient kinetic energy transmission with relatively low processing costs.

[0014] Another optimized design includes: the inner ring of the one-way clutch is provided with an inner keyway, and the outer ring is provided with an outer keyway.

[0015] A one-way clutch achieves synchronous transmission between the engine pulley and the drive shaft via a pulley key, enabling efficient kinetic energy transmission with lower processing costs and reducing energy waste.

[0016] Another optimized design scheme includes dividing the drive shaft into four sections.

[0017] The first shaft section is used for connection and support to the fan bracket body; a limit ring is provided between it and the second shaft section.

[0018] The second section of the shaft is used to connect the motor pulley;

[0019] The third shaft section, used to connect the engine pulley, has a smaller diameter than the second shaft section. A first shoulder is provided between the second and third shaft sections.

[0020] The fourth shaft section is used to connect the fan hub. Its diameter is smaller than that of the third shaft section. A second shoulder is provided between the third and fourth shaft sections.

[0021] The drive shaft is divided into multiple segments by limiting rings and shoulders. On one hand, the limiting rings and shoulders axially limit the fan bracket assembly, making the structure more stable. Simultaneously, after the drive shaft is segmented, each segment's function and connection relationship are defined by the limiting rings and shoulders, saving installation steps and costs. On the other hand, the positions of the limiting rings and shoulders can be used to locate and machine keyways. This invention's drive shaft design concept solves the problem of excessively long circumferential dimensions in traditional drive shafts. By adopting the design concept of a shorter circumferential dimension, the overall axial dimension of the integrated fan bracket assembly is smaller, which is beneficial for product space layout.

[0022] Another optimized design includes: a first keyway is provided on the second shaft, and a first shoulder is extended from the machined arc at one end of the first keyway; a first connecting key is provided in the first keyway, and the end of the first connecting key is limited by a collar.

[0023] The first keyway at the shaft shoulder facilitates keyway machining and positioning, and also allows for a more compact layout of components on the drive shaft, resulting in a more compact structure for the engine fan bracket assembly and saving space. The special keyway and connecting key positioning structure also helps to shorten the axial dimension of the drive shaft.

[0024] Another optimized design includes: a second flat keyway is provided on the third section of the shaft near the fourth section of the shaft. The second flat keyway starts from near the second shaft shoulder and extends to the end face of the fourth section of the shaft.

[0025] The third shaft section, near the fourth shaft section, features a second flat keyway. This design facilitates keyway machining and positioning, and allows for a more compact layout of components on the drive shaft. The bottom plane of the second flat keyway extends to the end face of the fourth shaft section. The second flat key is axially positioned via the fan hub. This extension simplifies the machining process of the second flat keyway. Axial positioning via the fan hub eliminates the need for a fully machined second flat keyway to limit its movement, resulting in a more compact drive shaft layout and saving installation space. Furthermore, the keyway and connecting key's limiting structure further reduce the axial dimension of the drive shaft.

[0026] Another optimized design includes: a third keyway is formed on the fourth shaft segment, with one end extending to the end of the fourth shaft segment, forming a one-end open flat keyway. The third flat key built into the third keyway is axially limited by the fan hub. The third keyway on the fourth shaft segment facilitates keyway machining and positioning. Since one end of the third keyway extends to the end of the fourth shaft segment and the built-in third flat key is axially limited by the fan hub, there is no need to machine a complete third keyway to limit the third flat key, allowing for a more compact layout of components on the drive shaft.

[0027] Another optimized design includes: a second bearing is connected to the third shaft near the second shaft, a collar is provided between the inner ring of the second bearing and the end of the first connecting key, a one-way clutch is connected to the third shaft away from the second shaft, and the one-way clutch abuts against the second bearing; the end of the second flat key connecting the one-way clutch and the third shaft is limited by the shaft end of the fan hub.

[0028] The one-way clutch and the second bearing are mounted side by side inside the inner ring of the engine pulley, providing support for the engine pulley. The one-way clutch has the characteristics of one-way transmission and reverse sliding. The one-way clutch is used to prevent the engine pulley from being driven by the drive shaft when the motor pulley drives the drive shaft to rotate. The shaft collar limits the second bearing to prevent the second bearing from dislodging from the engine pulley. The end of the second flat key connecting the one-way clutch and the third section shaft is limited by the shaft end of the fan hub, making the fan bracket assembly structure compact and saving installation space.

[0029] Another optimized design includes: the fan hub shaft hole includes a connecting section and a limiting and clamping section; the connecting section is connected to the fourth shaft section through a third flat key, the hub pad is located in the limiting and clamping section, the hub pad is connected to the end face of the fourth shaft section through a threaded connection, and one end of the hub pad is limited to the end of the third flat key.

[0030] The fan hub's shaft hole connection section is connected to the fourth shaft section via a third flat key, enabling high-efficiency kinetic energy transmission between the fan hub and the drive shaft. Compared to limiting the ends of the third and second flat keys by using one end of the hub pad, limiting the second and third flat keys by machining a complete keyway simplifies the keyway machining steps and makes full use of the available space on the drive shaft, resulting in a compact fan bracket structure and simplified installation and machining steps.

[0031] The beneficial effects of this invention are as follows: Currently, some new energy vehicles have both engine and motor input power. Existing cooling solutions for dual-power vehicles involve arranging two sets of fan brackets and cooling fans, with each power source driving independently, but this is costly. Current cooling solutions, depending on the vehicle's status, will drive the corresponding pulley to power the cooling fan for cooling. However, when the motor drives the corresponding pulley, it is not allowed to drive the other pulley to reverse-drive the engine; that is, the two input power sources need to be decoupled. Compared to existing technologies that require multiple sets of fan brackets and cooling fans, this invention significantly saves installation space and material costs by using a single set of fan brackets and cooling fans. It also simplifies the cooling structure and reduces manufacturing and maintenance complexity. This invention uses a one-way clutch to achieve power decoupling between the motor pulley and the engine pulley. When the motor pulley has power input, the engine pulley will not be reverse-driven; when the engine pulley has power input, the motor pulley can be reverse-driven. The two power inputs can drive the cooling fans separately without interfering with each other, improving the system's stability and reliability. Attached Figure Description

[0032] Figure 1 This is an isometric view of the fan bracket body of this utility model;

[0033] Figure 2 This is a schematic diagram of the drive shaft of this utility model;

[0034] Figure 3 This is a front view of the drive shaft of this utility model;

[0035] Figure 4 This is an isometric view of the one-way clutch of this utility model;

[0036] Figure 5 This is an axonometric drawing of the fan hub of this utility model;

[0037] Figure 6 This is an axonometric drawing of the hub pad block of this utility model;

[0038] Figure 7 This is a sectional view of the fan bracket assembly of this utility model;

[0039] Figure 8 This is a view of the fan bracket assembly of this utility model from direction A;

[0040] Figure 9 This is a sectional view of the fan bracket assembly of this utility model (BB).

[0041] Figure 10 This is an exploded view of the fan bracket assembly of this utility model;

[0042] Figure 11 This is an isometric drawing of the finished fan bracket assembly of this utility model;

[0043] Wherein: 1—First bolt; 2—Seat ring; 3—Double row bearing; 4—Fan bracket body; 4.1—Fan bracket mounting hole; 4.2—Snap ring groove; 5—Motor pulley; 6—Snap ring; 7—Pulley key; 8—Shaft collar; 9—Engine pulley; 9.1—Pulley keyway; 10—Second bearing; 11—One-way clutch; 11.1—Clutch inner keyway; 11.2—Clutch outer keyway; 12—Retaining ring; 13—Second bolt; 14—Fan hub; 14.1—Fan mounting hole; 14.2—Hub keyway; 15—Hub key; 16—Hub pad; 16.1—Pad mounting hole; 17

[0044] —Third bolt; 18—Drive shaft; 18.1—First keyway; 18.2—Second flat keyway; 18.3—Third keyway; 18.4—Hub mounting hole; 18.5—Ring mounting hole; 18.6—First shoulder; 18.7—Second shoulder; 18.8—Limiting ring; 19—Inner flat key; 20—Outer flat key. Detailed Implementation

[0045] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0046] like Figure 10 As shown, a multi-power decoupled engine fan bracket assembly includes: a fan bracket body 4 for fixing the fan bracket assembly to the connected body;

[0047] One end of the drive shaft 18 is connected to and supported inside the fan bracket body 4. Multiple pulleys are installed on the drive shaft 18 and are driven by the drive shaft 18 through the one-way clutch 11. The other end of the drive shaft 18 is used to connect to the fan hub.

[0048] The above technical solution uses at least two pulleys, which can transmit power from multiple power sources. At least one pulley is connected to a one-way clutch 11, enabling synchronous transmission with the drive shaft. The one-way transmission characteristic of the clutch 11 allows for decoupling of multiple power sources, solving the problem of mutual interference when different power sources transmit power. In this embodiment, there are two power sources: an engine and a motor. A motor pulley 5 and an engine pulley 9 are used to drive the fan to rotate, respectively.

[0049] The plurality of pulleys include a motor pulley 5 and an engine pulley 9. A collar 8, which is fitted on the outer circular shaft of the transmission shaft 18, is provided between the motor pulley 5 and the engine pulley 9. The collar 8 is used for axial positioning between the motor pulley 5 and the engine pulley 9.

[0050] In this embodiment, the dual-power decoupling of the motor and engine driving the fan is achieved through the motor pulley 5 and the engine pulley 9. The motor pulley 5 and the engine pulley 9 are axially positioned by a collar 8 fitted onto the outer circumference of the shaft 18. Figure 9 As shown, the motor pulley 5 is mounted on the drive shaft 18 via a pulley key 7. The inner ring of the motor pulley 5 has a keyway that matches the pulley key 7, and the first keyway 18.1 also matches the pulley key 7. The pulley key 7 is installed in the keyway of the inner ring of the motor pulley 5 and the first keyway 18.1, enabling synchronous rotation between the motor pulley 5 and the drive shaft 18.

[0051] The engine pulley 9 is connected to the one-way clutch 11, and the inner ring of the engine pulley 9 is provided with a pulley keyway 9.1.

[0052] The engine pulley 9 achieves synchronous transmission with the one-way clutch 11 through the pulley keyway 9.1 on the inner ring and the outer flat key 20.

[0053] like Figure 4 As shown, the inner ring of the one-way clutch 11 is provided with an inner keyway 11.1, and the outer ring is provided with an outer keyway 11.2.

[0054] The principle of one-way transmission achieved by the one-way clutch 11 is similar to that of a ratchet. The one-way clutch typically contains structures such as rollers, wedges, or ratches. When the outer ring rotates relative to the inner ring in a set working direction, the internal mechanism of the one-way clutch locks. At this time, the outer ring of the one-way clutch 11 can push the inner ring to rotate, thus transmitting power. When the rotation direction of the outer ring of the one-way clutch 11 relative to the inner ring is opposite to the set rotation direction, the one-way clutch is in a slipping state. For example, when the working direction of the one-way clutch 11 is clockwise rotation of the outer ring relative to the inner ring, transmission occurs. If the outer ring rotates counterclockwise, the one-way clutch 11 will slip, and the inner ring will not rotate. When the inner ring rotates clockwise, the outer ring also rotates counterclockwise relative to the inner ring, so the outer ring of the one-way clutch 11 will not rotate. This embodiment uses a CSK.PP40 model one-way clutch.

[0055] In this embodiment, as Figure 7 As shown, the outer flat key 20 matches the pulley keyway 9.1 and the clutch outer keyway 11.2. The pulley keyway 9.1 of the engine pulley 9 and the clutch outer keyway 11.2 of the one-way clutch 11 are connected by the outer flat key 20 and rotate synchronously. Similarly, the clutch inner keyway 11.1 of the one-way clutch 11 is connected to the third keyway 18.3 on the drive shaft 18 by the inner flat key 19, realizing the synchronous rotation of the one-way clutch 11 and the engine pulley 9. The motor pulley 5 and the engine pulley 9 rotate synchronously with the drive shaft 18. When the motor drives the motor pulley 5 or the engine drives the engine pulley 9 to rotate in a set direction, the motor pulley 5 and the engine pulley 9 can drive the drive shaft 18 respectively, and the drive shaft 18 in turn drives the engine cooling fan to rotate.

[0056] like Figure 2 and Figure 3 As shown, the shaft of the drive shaft 18 is divided into four sections.

[0057] The first shaft section is used for connection and support with the fan bracket body 4; a limiting protrusion 18.8 is provided between it and the second shaft section.

[0058] The second section of the shaft is used to connect the motor pulley 5;

[0059] The third shaft section, used to connect the engine pulley 9, has a smaller diameter than the second shaft section. A first shoulder 18.6 is provided between the second and third shaft sections.

[0060] The fourth shaft section is used to connect the fan hub. Its diameter is smaller than that of the third shaft section. A second shoulder 18.7 is provided between the third and fourth shaft sections.

[0061] like Figure 9 and Figure 10As shown, the first section of the drive shaft 18 is installed inside the double row bearing 3, which is installed inside the cavity of the fan bracket body 4. The end face of the first section of the drive shaft 18 has a seat ring mounting hole 18.5. The first bolt 1 passes through the seat ring 2 and is tightened into the seat ring mounting hole 18.5, thus axially fixing the drive shaft 18 inside the cavity of the fan bracket body 4. Figure 1 As shown, the fan bracket body 4 has multiple fan bracket mounting holes 4.1 on its outer side, and a snap ring groove 4.2 is provided at the cavity opening of the fan bracket body 4. A snap ring 6 is installed in the snap ring groove 4.2, and the snap ring 6 axially positions the double row bearing 3.

[0062] The motor pulley 5 is mounted on the second section of the drive shaft 18 via a pulley key 7. The engine pulley 9 is mounted side-by-side on the third section of the drive shaft 18, and a second bearing 10 and a one-way clutch 11 are mounted side-by-side inside the engine pulley 9. The motor pulley 5 and the engine pulley 9 are axially positioned by a collar 8. The fan hub 14 is mounted on the fourth section of the drive shaft 18, and a hub pad 16 is also mounted on the fan hub 14. Multiple second bolts 13 pass through the bolt holes corresponding to the retaining ring 12 and are tightened into the bolt holes on the end face of the engine pulley 9 to prevent the second bearing 10 and the one-way clutch 11 from axially disengaging from the engine pulley 9. A third bolt 17 passes through the hub pad 16 and is tightened into the hub mounting hole 18.4 on the shaft 18, thereby completing the axial positioning of the entire engine fan bracket assembly.

[0063] like Figure 5 As shown, the outer ring of the fan hub 14 has multiple fan mounting holes 14.1, and the inner ring of the fan hub 14 has multiple hub keyways 14.2. The fan mounting holes 14.1 are used to mount the fan. The fan hub 14 rotates synchronously with the drive shaft 18 through the cooperation of the hub keyways 14.2, the second keyway 18.2 on the drive shaft 18, and the hub flat key 15. A hub pad 16 is installed into the fan hub 14, as shown... Figure 6 As shown, the hub pad 16 has a pad mounting hole 16.1 at its center. The third bolt 17 passes through the pad mounting hole 16.1 at the center of the hub pad 16 and is tightened into the hub mounting hole on the shaft 18. The assembled engine cooling fan bracket is as follows. Figure 11 As shown, the axial view of the assembled engine cooling fan bracket is as follows. Figure 8 As shown.

[0064] A first keyway 18.1 is provided on the second section of the shaft. A first shoulder 18.6 extends from the machined arc at one end of the first keyway 18.1. A first connecting key is located in the first keyway 18.1, and its end is limited by a collar 8. The first keyway 18.1 is rectangular in the middle and rounded at both ends, with the rounded ends completely fitting the rectangle. The semi-circular ends of the rectangular keyway facilitate machining. To ensure dynamic balance during engine cooling fan rotation, this embodiment provides two first keyways 18.1 circumferentially symmetrical along the end face of the drive shaft 18. These two first keyways 18.1 can maintain dynamic balance to a minimum while reducing machining costs.

[0065] The keyway design matches the key, and the type of key can be selected according to actual needs. There are three types of rectangular key: the first is a rectangular key with semi-circular ends, the second is a rectangular key with a semi-circular end, and the third is a rectangular key with square ends. This embodiment uses the first and second types of rectangular key to realize the transmission between the drive shaft and the pulley. The keyways corresponding to these two types of rectangular key have semi-circular arc sections, which are easy to machine.

[0066] The third section of the shaft has a second flat keyway 18.2 near the fourth section of the shaft. The second flat keyway 18.2 starts from near the second shaft shoulder 18.7 and extends from the bottom plane of the second flat keyway 18.2 to the end face of the fourth section of the shaft.

[0067] A third keyway 18.3 is provided on the fourth section of the shaft. One end of the third keyway 18.3 extends to the end of the fourth section of the shaft, forming a flat keyway that is open at one end.

[0068] The second keyway 18.2 and the third keyway 18.3 have a semi-circular arc at one end for easy machining, and the other end extends to the end face of the drive shaft 18, resulting in good machinability and easy assembly. To ensure dynamic balance when the engine cooling fan rotates, multiple first keyways 18.1 and multiple second keyways 18.2 are symmetrically distributed along the outer circumference of the drive shaft 18. The number of third keyways 18.3 is the same as the number of clutch inner keyways 11.1 in the one-way clutch 11. Currently, the one-way clutch 11, as a standard product, only has one clutch inner keyway 11.1. This embodiment has two first keyways 18.1, two second keyways 18.2, and one third keyway 18.3. The two first keyways 18.1 and two second keyways 18.2 can maintain dynamic balance and reduce machining costs. When the first keyways 18.1 and the second keyways 18.2 are on the same axis, only one alignment is needed during machining to continuously mill the two keyways, which is convenient for manufacturing. The third keyway 18.3 occupies a large space. In order to save space, the third keyway 18.3 is staggered from the first keyway 18.1 and the second keyway 18.2 in the circumferential direction.

[0069] The second bearing 10 is connected to the third shaft near the second shaft. A collar 8 is provided between the inner ring of the second bearing 10 and the end of the first connecting key to limit the bearing. A one-way clutch 11 is connected to the third shaft away from the second shaft. The one-way clutch 11 abuts against the second bearing 10. The end of the second flat key connecting the one-way clutch 11 and the third shaft is limited by the shaft end of the fan hub 14.

[0070] like Figure 9 As shown, the one-way clutch 11 and the second bearing 10 are installed side by side inside the engine pulley 9, providing support for the engine pulley 9. The one-way clutch 11 is connected to the engine pulley via an outer flat key 20. The collar 8 axially positions the second bearing 10 to prevent it from dislodging from the engine pulley 9. The first connecting key, i.e., the pulley flat key 7, corresponds to a first keyway 18.1 with one end open, which is axially limited by the collar 8.

[0071] The fan hub 14's shaft hole includes a connecting section and a limiting and clamping section; the connecting section is connected to the fourth shaft section via a third flat key; a hub pad 16 is located in the limiting and clamping section, and the hub pad 16 is connected to the end face of the fourth shaft section via a threaded connection; one end of the hub pad 16 limits the end of the third flat key. The third flat key is... Figure 9 The hub key 15 is shown.

[0072] The use of a key drive to achieve synchronized rotational speed is highly practical, cost-effective, and easy to install. Therefore, in this embodiment, the drive shaft 18, the motor pulley 5, the engine pulley 9, and the one-way clutch 11 are connected by a key and keyway to achieve synchronous speed transmission between the pulley and the drive shaft. In this embodiment, the key drive connection can also be adapted to other connection methods depending on the specific circumstances, including but not limited to torque transmission via an interference fit.

[0073] The operating principle of this invention is as follows: the cooling fan only produces a cooling effect when rotating in a fixed direction, therefore the rotation direction of shaft 18 is fixed during operation. When the motor drives the motor pulley 5 to rotate, the motor pulley 5 drives the transmission shaft 18 to rotate synchronously, and the transmission shaft 18 drives the fan hub 14 to rotate, thus achieving synchronous rotation of the motor-driven engine cooling fan. At this time, the transmission shaft 18 will drive the inner ring of the one-way clutch 11 to rotate, the one-way clutch is in a slipping state, the outer ring of the one-way clutch is stationary, the engine pulley 9 is stationary, and when the motor pulley 5 drives the generator cooling fan, it will not drag the generator to rotate in the opposite direction. When the engine drives the engine pulley 9 to rotate, the motor pulley 9 drives the outer ring of the one-way clutch 11 to rotate, the outer ring of the one-way clutch 11 drives the inner ring to rotate, the inner ring drives the transmission shaft 18 to rotate, and the transmission shaft 18 drives the fan hub 14 to rotate, thus achieving synchronous rotation of the motor-driven engine cooling fan. At this time, the transmission shaft 18 will drive the motor pulley 9 to rotate synchronously.

[0074] This solution utilizes the one-way transmission and reverse sliding characteristics of the one-way clutch 11 to address the issue that when the motor and engine share a fan bracket and fan for cooling, the engine will be dragged and rotated in the opposite direction when the motor drives the cooling fan.

[0075] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A multi-power decoupled engine fan bracket assembly, characterized in that, It includes: The fan bracket body (4) is used to fix the fan bracket assembly to the connected body; The drive shaft (18) is connected to the fan bracket body (4) at one end. Multiple pulleys are installed on the drive shaft (18) and are driven by the drive shaft (18) through a one-way clutch (11). The other end of the drive shaft (18) is used to connect to the fan hub.

2. The multi-power decoupled engine fan bracket assembly according to claim 1, characterized in that: The plurality of pulleys include a motor pulley (5) and an engine pulley (9). A collar (8) fitted on the outer circular shaft of the transmission shaft (18) is provided between the motor pulley (5) and the engine pulley (9). The collar (8) is used for axial positioning between the motor pulley (5) and the engine pulley (9).

3. The multi-power decoupled engine fan bracket assembly according to claim 2, characterized in that: The engine pulley (9) is connected to the one-way clutch (11), and the inner ring of the engine pulley (9) is provided with a pulley keyway (9.1).

4. The multi-power decoupled engine fan bracket assembly according to claim 1, characterized in that: The one-way clutch (11) has an inner keyway (11.1) on its inner ring and an outer keyway (11.2) on its outer ring.

5. The multi-power decoupled engine fan bracket assembly according to claim 1, characterized in that: The shaft of the drive shaft (18) is divided into four sections. The first shaft section is used for connection and support with the fan bracket body (4); a limiting protrusion (18.8) is provided between it and the second shaft section. The second section of the shaft is used to connect the motor pulley (5); The third shaft section, used to connect the engine pulley (9), has a smaller diameter than the second shaft section. A first shoulder (18.6) is provided between the second and third shaft sections. The fourth shaft section is used to connect the fan hub. Its diameter is smaller than that of the third shaft section. A second shoulder (18.7) is provided between the third and fourth shaft sections.

6. The multi-power decoupled engine fan bracket assembly according to claim 5, characterized in that: The second section of the shaft has a first keyway, and the machining arc at one end of the first keyway extends into a first shoulder (18.6); the first connecting key is located in the first keyway, and the end of the first connecting key is limited by a collar (8).

7. A multi-power decoupled engine fan bracket assembly according to claim 5, characterized in that: The third section of the shaft has a second flat keyway (18.2) near the fourth section of the shaft. The second flat keyway (18.2) starts from near the second shaft shoulder (18.7) and extends to the end face of the fourth section of the shaft.

8. A multi-power decoupled engine fan bracket assembly according to claim 5, characterized in that: A third keyway is provided on the fourth section of the shaft, and one end of the third keyway extends to the end of the fourth section of the shaft to form a flat keyway that is open at one end.

9. A multi-power decoupled engine fan bracket assembly according to claim 1, 5, or 7, characterized in that: The third shaft is connected to the second shaft near the second shaft. A collar (8) is provided between the inner ring of the second bearing and the end of the first connecting key to limit the bearing. The third shaft is connected to the side away from the second shaft. The one-way clutch abuts against the second bearing. The end of the second flat key connecting the one-way clutch and the third shaft is limited by the end of the fan hub shaft.

10. A multi-power decoupled engine fan bracket assembly according to claim 1, 5, or 6, characterized in that: The fan hub's shaft hole includes a connecting section and a limiting and clamping section; the connecting section is connected to the fourth shaft section via a third flat key, and the hub pad is located in the limiting and clamping section. The hub pad is connected to the end face of the fourth shaft section via a threaded connection, and one end of the hub pad is limited by the end of the third flat key.

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