Hybrid engine front end accessory driving system based on fan power switching

Abstract

The utility model relates to the technical field of engine front-end accessories, and particularly discloses a hybrid engine front-end accessory driving system based on fan power switching. The system comprises two layers of wheel trains, and the first layer of wheel train is composed of a crankshaft belt pulley and a crankshaft layer fan belt pulley and connected with an engine through a belt; and the second-layer wheel train consists of a generator belt pulley and a generator-layer fan belt pulley, and is connected with the generator through a belt. The generator layer fan belt pulley and the crankshaft layer fan belt pulley are integrated on the same fan shaft part and are jointly installed on a shaft connecting bearing of the fan shaft part, the crankshaft layer fan belt pulley is connected with the shaft connecting bearing through a one-way bearing, and therefore automatic switching of the fan among different driving sources is achieved. The fan can be driven through the engine or the generator according to different working conditions, energy consumption is reduced, the operation efficiency of a cooling system is improved, and the heat management requirement of a multi-scene hybrid vehicle is met.

Description

Technical Field

[0001] This utility model relates to the technical field of engine front-end accessory drive system, and in particular to a hybrid engine front-end accessory drive system based on fan power switching. Background Technology

[0002] In traditional commercial vehicles, the engine's front-end accessory system transmits power from the engine crankshaft to various accessories via belts, ensuring their proper functioning. Generally, this system includes the crankshaft pulley, air conditioning compressor, fan, alternator, and water pump. In long-distance, high-speed, high-load applications, all accessories in the engine's front-end accessory drive system must operate normally. However, in short-distance rural or national highway applications, only the fan needs to run, while other accessories remain inactive. As a crucial component of the engine's front-end accessory drive system, the fan accounts for a relatively large portion of the power. Given the diverse usage scenarios of commercial vehicles, to meet the requirement of only the fan operating in special situations and to minimize the overall power consumption of the engine's front-end accessory drive system, achieving energy conservation and emission reduction, it is necessary to switch the fan's power according to different usage scenarios.

[0003] Traditional commercial vehicle engine front-end accessory drive systems cannot achieve fan power switching under various usage scenarios. Therefore, this paper proposes a hybrid engine front-end accessory drive system and corresponding fan shaft components based on fan power switching. The vehicle's control system can control the engine front-end accessory drive system according to the parameters required for different usage scenarios to achieve fan power switching under various scenarios, ultimately achieving energy saving and emission reduction. Therefore, the development of a hybrid engine front-end accessory drive system and corresponding fan shaft components based on fan power switching is of great significance. Utility Model Content

[0004] The purpose of this invention is to provide a hybrid engine front-end accessory drive system based on fan power switching. This system enables the fan to operate when the engine is running, driving both layers of gear trains; and when the generator is running, only the motor layer gear train is driven to operate. This solution improves the flexibility of fan drive and adapts to the driving needs of different power sources.

[0005] This utility model is achieved using the following technical solution:

[0006] A hybrid engine front-end accessory drive system based on fan power switching is characterized by comprising two gear trains: a first gear train including a crankshaft pulley and a crankshaft-level fan pulley connected by a belt drive for receiving engine output power; and a second gear train including a generator pulley and a generator-level fan pulley connected by a belt drive for receiving generator output power. The generator-level fan pulley and the crankshaft-level fan pulley are integrated on the same fan shaft component and are both mounted on a shaft bearing of the fan shaft component, with the generator-level fan pulley and the shaft bearing having an interference fit. The crankshaft-level fan pulley is connected to the shaft bearing via a one-way bearing. The fan is mounted on the generator-level fan pulley, and the shaft bearing is mounted in a bearing housing.

[0007] Furthermore, when the engine drives the crankshaft pulley to rotate, the crankshaft layer fan pulley drives the shaft bearing to rotate via a one-way bearing, which in turn drives the generator layer fan pulley and fan to rotate.

[0008] Furthermore, when the generator drives the generator pulley to rotate, it directly drives the shaft bearing and fan to rotate through the generator layer fan pulley. At this time, the crankshaft layer fan pulley does not rotate with the shaft bearing due to the action of the one-way bearing.

[0009] Furthermore, a dust cover is also installed on the bearing housing. The dust cover effectively prevents dust and particles from entering the bearing system, thereby improving the bearing's service life and reliability.

[0010] Furthermore, the one-way bearing includes an inner ring and an outer ring. The inner ring is interference-fitted with the shaft-connected bearing, and the outer ring is interference-fitted with the inner bore of the crankshaft fan pulley. This design ensures efficient unidirectional transmission during crankshaft drive while avoiding unnecessary frictional losses during generator drive.

[0011] Furthermore, the shaft bearing has two mounting positions: shaft end one and shaft end two. Shaft end two is located at the end of the shaft bearing, and shaft end one is located to one side of shaft end two. This multi-segment shaft end structure provides a reliable mounting interface for multi-wheel train components, ensuring smooth power transmission and modular assembly capabilities.

[0012] Furthermore, the diameter of the second end of the shaft connecting bearing is smaller than that of the first end of the shaft connecting bearing. By setting the shaft diameter difference, the fitting accuracy between different components is optimized, interference is avoided, and structural integration is improved.

[0013] The hybrid engine front-end accessory drive system based on fan power switching described in this utility model has the following advantages:

[0014] This invention solves the application problem of fan shaft components in hybrid models, enabling the fan to be driven by either the engine or a generator alone, ultimately allowing the fan to switch power sources between different modes. By intelligently switching the fan drive source, fuel consumption and power loss are minimized, thereby achieving energy conservation and emission reduction. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. The drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a hybrid engine front-end accessory drive system based on fan power switching;

[0017] Figure 2 This is a schematic diagram of the fan shaft assembly;

[0018] Figure 3 Schematic diagram of crankshaft layer fan pulley assembly;

[0019] Figure 4 This is a schematic diagram of a shaft-connected bearing.

[0020] In the diagram, 1. Generator layer fan pulley; 2. Crankshaft layer fan pulley; 3. One-way bearing; 4. Bearing housing; 5. Shaft-connecting bearing; 6. Dust cover; 7. Generator pulley; 8. Crankshaft pulley; 21. Crankshaft layer fan pulley inner hole; 31. One-way bearing inner ring; 32. One-way bearing outer ring; 51. Shaft-connecting bearing end one; 52. Shaft-connecting bearing end two. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0022] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0023] like Figure 1-4 As shown, a hybrid engine front-end accessory drive system based on fan power switching includes two-layer gear trains, driven by two belts. The generator-layer fan pulley 1 and the crankshaft-layer fan pulley 2 are respectively connected to the engine and the generator via belts. The first-layer gear train consists of the crankshaft pulley 8, the crankshaft-layer fan pulley 2, an automatic tensioner, and other power-driven accessory pulleys. The second-layer gear train consists of the generator-layer fan pulley 1, the generator pulley 7, and an idler pulley. The fan shaft can be driven by the two gear trains respectively. At the same time, all engine front-end accessories except the fan are driven by the engine through the first-layer gear train.

[0024] The crankshaft-level fan pulley and the generator-level fan pulley are integrated on the same fan shaft assembly, with the fan connected to the generator-level fan pulley. Thanks to the fan shaft assembly's one-way bearing, the engine-front accessory drive system allows the crankshaft to drive both gear trains and thus the fan when the engine is running; when the generator is running alone, only the generator-level gear train drives the fan, ultimately enabling power switching for the fan in different usage scenarios.

[0025] Both the generator layer fan pulley 1 and the crankshaft layer fan pulley 2 are mounted on the shaft connecting bearing 5. The generator layer fan pulley 1 is interference-fitted with the shaft connecting bearing 5, so that the generator layer fan pulley 1 and the shaft connecting bearing 5 rotate together. The crankshaft layer fan pulley 2 is connected to the shaft connecting bearing 5 through a one-way bearing 3, so that the crankshaft layer fan pulley 2 and the shaft connecting bearing 5 move relative to each other in one rotational direction.

[0026] In actual operation, when the generator-level fan pulley 1 is driven to rotate by the generator, the shaft-connecting bearing 5 rotates under the drive of the generator-level fan pulley 1. Due to the action of the one-way bearing 3, the crankshaft-level fan pulley 2 does not rotate with the shaft-connecting bearing 5, thus realizing the generator's independent drive of the fan.

[0027] When the crankshaft fan pulley 2 is driven to rotate by the engine, the shaft bearing 5 rotates under the drive of the crankshaft fan pulley 2 due to the action of the one-way bearing 3. At this time, the generator fan pulley 1, as the driven pulley, follows the shaft bearing 5 to rotate. This achieves independent engine-driven fan operation.

[0028] Due to the function of the fan shaft component with a one-way bearing, the engine front accessory drive enables the crankshaft to drive the two-layer gear train to rotate and drive the fan when the engine is driving; when the generator is driving alone, only the generator layer gear train rotates and drives the fan. According to the preset parameters for different scenarios, the vehicle's control system issues corresponding commands to realize the fan's power switching in different usage scenarios.

[0029] The shaft bearing 5 is installed inside the bearing housing 4, and a dust cover 6 is also installed on the bearing housing 4.

[0030] The one-way bearing 3 includes an inner ring 31 and an outer ring 32. The inner ring 31 is interference-fitted with the shaft-connected bearing 5, and the outer ring 32 is interference-fitted with the inner hole of the crankshaft layer fan pulley 2.

[0031] The shaft bearing 5 has two installation positions, namely shaft bearing end one 51 and shaft bearing end two 52. Shaft bearing end two 52 is located at the end of shaft bearing 5, and shaft bearing end one 51 is located on one side of shaft bearing end two 52. The diameter of shaft bearing end two 52 is smaller than that of shaft bearing end one 51.

[0032] The inner ring 31 of the one-way bearing is interference-fitted with the shaft end 51 of the shaft-connecting bearing, and the fan pulley 1 of the generator layer is interference-fitted with the shaft end 52 of the shaft-connecting bearing.

[0033] This embodiment primarily targets the internal combustion engines of commercial vehicles. In long-distance, high-speed, and high-load usage scenarios, all accessories in the engine's front-end accessory drive system must operate normally. The fan is driven by the engine, which rotates the crankshaft, thereby rotating the crankshaft-level fan pulley. Due to the one-way bearing, the rotation of the crankshaft-level fan pulley drives the shaft-connecting bearing and the generator-level fan pulley, ultimately enabling the fan to operate. In special scenarios such as short-distance rural highways, only the fan needs to operate in the entire engine's front-end accessory drive system; other accessories do not operate. The fan is driven by the generator, which drives the generator-level gear train, directly rotating the generator-level fan pulley, thus enabling the fan to operate. In this condition, due to the one-way bearing, only the inner ring of the one-way bearing rotates, while the crankshaft-level gear train does not rotate. Based on preset parameters for different scenarios, the vehicle's control system issues corresponding commands to achieve fan power switching in different usage scenarios.

[0034] The above embodiments describe the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Modifications and variations made by those skilled in the art without departing from the spirit and scope of this utility model should be protected within the scope of the appended claims.

Claims

1. A hybrid engine front-end accessory drive system based on fan power switching, characterized in that, It consists of two gear trains: the first gear train includes a crankshaft pulley (8) and a crankshaft fan pulley (2), which are connected by a belt drive and are used to receive the power output from the engine; the second gear train includes a generator pulley (7) and a generator fan pulley (1), which are connected by a belt drive and are used to receive the power output from the generator; the generator fan pulley (1) and the crankshaft fan pulley (2) are integrated on the same fan shaft component and are both mounted on the shaft bearing (5) of the fan shaft component, with the generator fan pulley (1) and the shaft bearing (5) having an interference fit; the crankshaft fan pulley (2) is connected to the shaft bearing (5) through a one-way bearing (3); the fan is mounted on the generator fan pulley (1); the shaft bearing (5) is mounted in the bearing housing (4).

2. The hybrid engine front-end accessory drive system based on fan power switching according to claim 1, characterized in that, When the engine drives the crankshaft pulley (8) to rotate, the crankshaft layer fan pulley (2) drives the shaft bearing (5) to rotate via the one-way bearing (3), which in turn drives the generator layer fan pulley (1) and the fan to rotate.

3. The hybrid engine front-end accessory drive system based on fan power switching according to claim 1, characterized in that, When the generator drives the generator pulley (7) to rotate, it directly drives the shaft bearing (5) and the fan to rotate through the generator layer fan pulley (1). At this time, the crankshaft layer fan pulley (2) does not rotate with the shaft bearing (5) due to the action of the one-way bearing (3).

4. The hybrid engine front-end accessory drive system based on fan power switching according to claim 1, characterized in that, A dust cover (6) is also installed on the bearing housing (4).

5. A hybrid engine front-end accessory drive system based on fan power switching according to claim 1, characterized in that, The one-way bearing (3) includes an inner ring (31) and an outer ring (32). The inner ring (31) is interference-fitted with the shaft-connected bearing (5), and the outer ring (32) is interference-fitted with the inner hole of the crankshaft layer fan pulley (2).

6. The hybrid engine front-end accessory drive system based on fan power switching according to claim 1, characterized in that, The shaft bearing (5) has two installation positions, namely shaft bearing end one (51) and shaft bearing end two (52). Shaft bearing end two (52) is located at the end of the shaft bearing (5), and shaft bearing end one (51) is located on one side of shaft bearing end two (52).

7. A hybrid engine front-end accessory drive system based on fan power switching according to claim 6, characterized in that, The diameter of the shaft end two (52) of the shaft connecting bearing is smaller than that of the shaft end one (51) of the shaft connecting bearing.

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