Electromagnetic Clutch for Engine Auxiliary Drive Energy Reduction
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Solution Overview
Problem
Existing motion transmission systems for internal combustion engines require a permanently energized electromagnetically operated clutch while the engine is running, leading to unnecessary electrical energy consumption.
Innovation Solution
A motion transmission system where the electromagnetically operated clutch is de-energized and disengaged when the engine is running, using an overrunning clutch and a control unit to engage the clutch only for hot-starting the engine, allowing the electrical machine to operate as a motor for auxiliary devices and recharge the battery.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the electromagnetically operated clutch is permanently energized while the internal combustion engine is running, then the coupling between the pulley and the engine shaft is maintained for driving auxiliary devices, but electrical energy consumption increases negatively affecting the overall energy balance
Solution Approach 1:
The clutch is designed to dynamically change its state between engaged and disengaged based on operating conditions. The control unit monitors engine status and clutch wear, switching the clutch from a permanently engaged state to a conditionally engaged state, thereby reducing energy consumption while maintaining coupling reliability when needed.
Solution Approach 2:
The system changes the operational parameters of the clutch by transitioning from continuous energization to intermittent energization based on engine running status and clutch wear indicators. This parameter change allows the system to maintain coupling functionality when required while minimizing electrical energy consumption during normal operation.
2Use of energy by moving object
If the electromagnetically operated clutch is de-energized and disengaged while the engine is running, then electrical energy consumption is reduced, but the ability to transmit motion to auxiliary devices is compromised
Solution Approach 1:
The electrical machine acts as an intermediary between the engine and the auxiliary devices. When the clutch is disengaged, the electrical machine can still drive the auxiliary devices using electrical energy from the battery or regenerative braking, ensuring continuous operation of auxiliary functions while allowing the clutch to remain disengaged for energy savings.
Solution Approach 2:
The electrical machine serves multiple functions: it can operate as a motor to drive auxiliary devices when the clutch is disengaged, as a generator during regenerative braking, and as a starter motor for engine restart. This multi-functionality allows the system to maintain auxiliary device operation through alternative means when the clutch is not engaged.
3Use of energy by moving object
If the clutch is engaged only for hot-starting the engine, then energy consumption is minimized and battery recharging is enabled, but the system complexity increases with control units and overrunning clutch mechanisms
Solution Approach 1:
The control functions for the clutch, electrical machine, and engine management are merged into a single control unit. This integration allows the system to coordinate clutch engagement for hot-starting, electrical machine operation for auxiliary devices, and battery management functions through a unified control architecture, reducing overall system complexity despite the multiple functions performed.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces energy consumption by eliminating continuous clutch energization and allows for efficient operation of auxiliary devices and engine restart without a traditional starter motor, minimizing emissions and energy use.
Implementation Method 1
an electromagnetically operated clutch (9) which is normally energized and engaged to couple the aforesaid pulley (8) to the shaft (2) of the internal combustion engine (3) with respect to rotation
Implementation Method 2
an overrunning clutch (11) which allows said pulley (8) to be rotated, relative to said shaft (2), when the internal combustion engine (3) is running
Data Source
AI summary
The system includes at least one transmission belt for coupling the shafts of auxiliary devices to a pulley which can be coupled for operation to the shaft of the combustion engine, and an electromagnetically operated clutch between this pulley and the shaft of the engine. An overrunning clutch is interposed between the pulley and the shaft of the engine. The clutch is normally disengaged and de-energized. The pulley has a hub fitted on an extension of the shaft of the engine with the interposition of the overrunning clutch, and has a channel-shaped cross section with a concavity facing the internal combustion engine. The electromagnetically operated clutch comprises a winding which is fixed to the engine and which extends into the concavity of the pulley, and a ferromagnetic ring carried in an axially translatable way by a support element fixed with respect to rotation to the extension of the shaft of the engine.