FIELD OF INVENTION
This invention relates to drive system for isolating the loads of belt driven
accessory and auxiliary members from the crankshaft of IC engines. This drive
system eliminates the static, dynamic and continuous loads of the belt or chain
driven auxiliary and accessory members from the crankshaft of an Internal
combustion engine before the priming (cranking, initial rotating, starting) of the
engine for enhancing the start ability performance along with some special
t operating conditions in which the internal combustion engine is in operating (
running ) condition for improving the fuel economy under both nominal and
subzero or colder operating conditions.
BACKGROUND OF THE INVENTION
Conventionally the belt or chain driven auxiliary and accessory members
(devices) are constantly connected and thereby loading the crank shaft of an
internal combustion engine in both vehicular and stationary engine
applications. The referred auxiliary and accessory members are either driven
directly or indirectly by means of the belt and pulley or the chain and sprocket
arrangement by the crank shaft (driving) pulley or sprocket arrangement which
is further fastened to the crank shaft of an internal combustion engine forming
the primary source of power for driving the referred auxiliary and accessory.
During the initial prjming (cranking, initial starting or rotating) of an internal
combustion engine from its stationary (dead) operating (rotating) state to its
running (self sustained or assisted) state of operation (rotation), the static
dynamic and continuous loads (force) of the driven auxiliary and accessory
members (devices) are directly or indirectly loading the crank shaft of an
internal combustion engine. Thus these auxiliary and accessory devices
increase the static (friction) dynamic and continuous loads of the crankshaft of
an internal combustion engine under all operating temperature conditions.
The above gives rise to increased fuel consumption and higher engine out
emissions with the conventional systems during both startability (priming
phase to running phase) operation and normal phase in an internal
combustion engine.
During colder operating conditions the frictional losses are almost double as
compared with the conditioned or nominal operating temperature conditions
for an internal combustion engine. Thus under colder or sub zero operating
conditions the conventional systems used in the Internal combustion engine
are not capable in reducing engine friction, exhaust emission and fuel
consumption at the same time. As a current practice the conventional system
uses various different methods such as increased fuel injection and modified
ignition timing etc during cold engine starting of an internal combustion engine
in order to quickly increase the coolant, oil and operating temperature of an
internal combustion engine to their optimum operating temperature thresholds
for reducing the starting friction and loads acting on the crankshaft of an
internal combustion engine. These practices as being used by the conventional
systems produce high C02 and hydrocarbon emission during cold engine
operations along with increased fuel consumption.
Hence, the present invention is developed to address the above mentioned
disadvantages of the conventional system and helps in reducing starting
friction, operating loads and fuel consumption along with engine out emissions
of an internal combustion engine operating under both nominal and sub zero
operating conditions.
OBJECTS OF THE INVENTION
The main object of the present invention is to provide a drive system for
isolating the driving loads of accessory and auxiliary driven members from the
crankshaft for internal combustion engine which overcomes disadvantages
associated with the prior art.
Another object of the present invention is to provide a drive system for isolating
the driving loads of accessory and auxiliary driven members from the
crankshaft for internal combustion engine which reduces the starting loads
during initial priming starting or restarting phase of engine operation.
Further object of the present invention is to provide a drive system for isolating
the driving loads of belt driven accessory and auxiliary members from the
crankshaft for internal combustion engine which decreases starting emission of
the internal combustion engine under both nominal and subzero operating
conditions.
Still another object of the present invention is to provide a drive system for
isolating the driving loads of accessory and auxiliary driven members from the
crankshaft for internal combustion engine which reduces starting fuel quantity
for improving its fuel economy.
Yet another object of the present invention is to provide a drive system for
isolating the driving loads of accessory and auxiliary drive.n members from the
crankshaft for internal combustion engine which reduces the starting and
restarting time of the engines.
Yet another object of the present invention is to provide a drive system for
isolating the driving loads of accessory and auxiliary driven members from the
crankshaft for internal combustion engine which reduces starter motor current
consumption during startability phase.
Yet another object of the present invention is to provide a drive system for
isolating the driving loads of accessory and auxiliary driven members from the
crankshaft for internal combustion engine which reduces dependency on
expensive synthetic based oils as lubricants for reducing and overcoming cold
starting friction.
According to this invention, there is provided drive system for isolating the
loads of belt driven accessory and auxiliary members from the crankshaft of IC
engines comprising of a driven member and driving member mounted on a
crankshaft together with a slot, energising coil, sliding member, locking
mechanism, spring, ball lock, retracting coil, bearing, pair of compression
springs, rigid body, split drive linkage, and unibody linkage connected to each
other and working in a combination.
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BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
Further objects and advantages of this invention will be more apparent from
the ensuing description when read in conjunction with the accompanying
drawings of an exemplary embodiment and wherein:
Fig 1 is a front view of the system according to the current invention.
Fig 2 is a side of the system according to the current invention.
Fig 3 is the layout of the system according to the current invention.
Fig 4 schematic of the system disengaging pulse according to the current
invention, wherein 0-ignition key on, 1- Pulse 1 activated, 2-Pulse 2 activated,
3- Pulse 1 Deactivated and 4- Pulse 2 Deactivated.
Fig 5 schematic of the system re engaging pulse according to the current
invention, wherein 0-Judgement condition achieved, 1- Pulse 3 activated and
2- Pulse 3 Deactivated.
Fig 6 schematic of the lock position according to the current invention.
DETAILED DESCRIPTION OF THE INVENTION WITH REFERENCE TO THE
ACCOMPANYING DRAWINGS:
The present invention discloses drive system for isolating the loads of belt
driven accessory and auxiliary members from the crankshaft of IC engines.
Now, reference may be made to the accompanying figures.
In accordance to the present invention, a drive system for isolating the driving
loads of belt driven accessory auxiliary members from the crankshaft for
internal combustion engine comprises; a crank shaft 03, a driven member 10,
a driving member 1 1, an energising coil 02, a sliding member 0 1, locking
mechanism 04, a spring 06, a ball lock 08, a retracting coil 05, a crankshaft
bolt 07,a lock key 16, a bearing 13, a groove 18, a slot 19,a pair of compression
springs 09 and 12,a rigid body 14, a split drive linkage 17, a unibody linkage
15, a lock position A, a lock position B, slot and key C.
The driven member 10 along with the bearing member 13 and the driving
member 11 together constitute the unibody linkagel5. The driven member 10,
the bearing member 13 and the rigid body 14 together constitute the split drive
linkage l7.The spring member 06 and the ball lock 08 together constitute the
locking mechanism 04. The energising pulse 1, the,energising pulse 2 and the
energising pulse 3 facilitate in the engagement and disengagement of the
referred drive system for isolating the driving loads of belt driven accessory
auxiliary members from the crankshaft for internal combustion engine.
One end of the crank shaft 03 of the referred internal combustion engine is
connected to the driving member 11. The fastening member 07 is in connection
with the driving member 11 and the crank shaft 03. The key lock member 16 is
in connection with the groove 18, the slot 19, the crank shaft member 03 and
the driving member 11. One end of the rigid body 14 is in connection with the
bearing member 13 and the other end of the rigid member 14 is in contact with
the outer casing of referred' internal combustion. The other end of the rigid
member 14 either forms an integrated and extended part of the referred out
casing of the referred internal combustion engine or the rigid member 14 is
connected indirectly to the referred outer casing of referred internal
combustion engine with a bracket mounting arrangement.
The unibody linkage 15 comprising of the driven member 10, the driving
member 11 and the bearing member 13 provides an alternate component
/
connecting linkage arrangement to the split drive linkage 17. The unibody
linkage 15 provides an alternate connecting arrangement to the split drive
linkage 17 for those internal combustion engine applications in which the rigid
body member 14 cannot be integrated in its defined geometrical location as per
the split drive linkage 17 due to higher costing, packaging, engineering,
manufacturing, vibration, se'micing and other related limitations. The present
system can be used with either of the unibody linkage 15 or the split drive
linkage 17 for the referred internal combustion engine.
The driving member 11 is in contact with the crank shaft member 03, the lock
key 16, the crankshaft bolt 07, said energising coil 02, the sliding member 0 1,
the locking mechanism 04, the spring 06, the ball lock 08, the retracting coil
05, the compression springs 09 and 12. However, the driving member 11 is not
in contact with the rigid body 14 and with the split drive linkage 17
arrangement. The driving member 11 is not in direct contact with the driven
member 10. The driving member 1 1 is in contact with the bearing member 13
which is further connected to the driven member 10 and with the unibody
linkage 1 5 arrangement.
The belt or chain driven accessory and auxiliary members along with the belt
or chain driven water pump member, belt or chain driven air conditioning gas
compressor member, belt or chain driven hydraulic power steering pump
member, belt or chain driven (current producing) alternator member and all
the other belt or chain driven members which are directly or indirectly driven
by the crankshaft 03 of the referred internal combustion engine are henceforth
referred to as the belt driven accessory and auxiliary members, belt driven
water pump member, belt driven air conditioning gas compressor member, belt
driven hydraulic power steering pump member, belt driven (current producing)
alternator member.
The belt driven accessory and auxiliary members constitute a belt driven water
pump member, a belt driven air conditioning gas compressor member, a belt
driven hydraulic power steering pump member, a belt driven (current
producing) alternator member and all the other belt driven members which are
directly or indirectly belt driven by the crankshaft of the referred internal
combustion engine.
The term priming (cranking, initial starting or rotating) of the internal
combustion engine refers to priming of the internal combustion from its
stationary (dead) operating (rotating) state to its running (self sustained or
assisted) state of operation (rotation).The term priming also refers to the first
start, restart and other prevailing terminologies associated with the starting of
the referred Internal Combustion engine.
The priming of the internal combustion engine can be either in subzero, cold,
hot and warm operating temperature condition of the referred internal
combustion engine at the all ambient temperature conditions in which the
referred internal combustion engine operates.
The driven member 10, the driving member 1 1, the slot 19, the energising coil
02, the sliding member 01, the locking mechanism 04, the spring 06, the ball
lock 08, the retracting coil 05, the bearing 13, the pair of compression springs
09 and 12, the rigid body 14, the split drive linkage 17, and the unibody
linkage 15, are together referred to as drive system.
The drive system is used to disengage and engage the power transmitted by the
crank shaft 03 of the referred internal combustion engine to the referred belt
driven accessory and auxiliary members.
During the event of initiation for priming the referred internal combustion
engine and before the actual event of start of priming of the referred internal
combustion engine the referred drive system disengages the power
transmission between the crank shaft 03 and the the referred belt driven
accessory and auxiliary members.
The drive system can be controlled and actuated by the engine's control unit or
by an externally incorporated control module other than the engines control
unit.
The initiation for priming the referred internal combustion engine can either be
done with the aid of an automotive ignition key, start button, access card or by
any other means of initiation, authorisation system or mechanism being used
in automobile and stationary engine application.
As the request for priming the referred internal combustion engine is initiated,
the engine control unit generates the pulse (1 and 2) simultaneously for
disconnecting the transmission of the relative motion of said crank shaft 03
with the referred belt driven accessory and auxiliary members. The pulse 1
energises the energising coil 02 which pulls the ball member 08 while
compressing the spring 06. This referred state in which the pulse 1 is
generated to energise the energising coil 02 for pulling the ball member 08
towards its direction while compressing the spring 06 which is located between
the ball member 08 and the energising coil 02 is hence forth referred to as the
deactivated state of the locking mechanism 04. During the deactivated state of
the locking mechanism the sliding member 01 gets unlocked from the driven
member 10. During state when the locking mechanism 04 is deactivated by the
pulse (1 and 2) is generated by the referred engine control module for
energising the retracting coil 05. The pulse (1 and 2) can be controlled and
actuated by the engine's control unit or by an externally incorporated control
module other than the engines control unit. The energising of the retracting
coil 05 pulls the sliding member 01 towards its direction while compressing the
compression spring 09 and the compression spring 12. The sliding member 0 1
is used to lock and unlock the driver member 11 with the driven member 10.
During the event when the pulse 2 is provided to energise the retracting coil 05
the sliding member 01 travels from the locking position B to the locking
position A.
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The locking position B is the position in which the sliding member 01 connects
with the driving member 11 and the driven member 10 at the same time for
I facilitating torque or power transmission from the crankshaft 03 of the referred
1 internal combustion engine to the referred belt driven accessory auxiliary
members. The locking position A is the position in which the sliding member
I 01 is connected with the driving member 11 and disconnected from the driven
member 10. During the locking position A of the sliding member 01 with the
driving member 11 there is no power transmission between the crankshaft 03
of the referred internal combustion engine and the referred belt driven
accessory auxiliary members.
During the initiation for priming the referred internal combustion engine the
pulse (1 and 2) shifts the referred drive system from its engaged state to its
disengaged state as the sliding member 01 shifts from its initial said lock
position B to the lock position A. The driven member 10, the driving member
1 1, the slot 19, the energising coil 02, the sliding member 0 1, the locking
mechanism 04, the spring 06, the ball lock 08, the retracting coil 05, the
bearing 13, the pair of compression springs 09 and 12, the rigid body 14, the
split drive linkage 17, and the unibody linkage 15, are together referred to as
drive system.
Once the sliding member 01 shifts from its initial said lock position B to the
lock position A after the activation of the pulse 2, the pulse1 is deactivated in
order to deenergise the energising coil 02 which locks the sliding member 01 at
the lock position A. During this condition when the sliding member 01 is
locked with the driving member 11 in the lock position A, the spring 06
member expands and pushes the
ball lock 08 member outwards and towards the sliding member 01 in order to
I
fix the sliding member 01 in the lock position A. When the sliding member is
locked in the lock position A the pulse 2 is deactivated, during this event of
travel of the sliding member 0 1 from the lock position B to the lock position A,
the driven member 10 is disconnected from the driving member 11 in order to
disengage the transfer of the relative motion from the crank shaft 03 of the
referred internal combustion engine to the referred belt driven accessory
auxiliary members.
When the sliding member 01 is locked in the lock position A there is no power
transfer between the driving member 11 and the driven member 10, and the
referred drive system is said to in a state of disengagement. Similarly when the
sliding member 01 is locked in the lock position B then power transfer takes
place between the driving member 1 lto the driven member 10, and the referred
drive system is said to in a state of engagement.
Thus during priming of the referred internal combustion engine the rotational
motion of the crankshaft 03 is not transmitted to the driven member 10 and
hence there is no power transfer between from the referred internal combustion
engine to the referred belt driven accessory auxiliary members as the referred
drive system is in its state of disengagement.
Once the referred internal combustion engine has achieved its desired stable
operating state conditions such as Rpm threshold, temperature thresholds etc
the pulse 3 is generated in order to energise the energising coil 02. The pulse 3
is actuated in order to allow the transfer of power from the crankshaft 03 of the
referred internal combustion engine to the referred
belt driven accessory auxiliary members. The pulse 3 energises the energising
coil 02 in order to pull the ball 08 while compressing the spring 06, during this
event the sliding member 01 travels from the lock position A to the lock
position B and the driven member 10 gets slowly engaged to the driving
member 11. The compression spring (09 and 12) along with the existing
centrifugal force push the sliding member 01 thereby shifting the sliding
member 01 from the lock position A to the lock position B. The sliding member
01 transfers the rotational force of the driving member 11 to the driven
member 10 with help of the slot and key C arrangement. The slot and key C
comprises of a slot and key arrangement made on the sliding member 01 and
the driving member respectively. The slot and key C allows the transfer of
power from the driving member 11 to the sliding member 01. The sliding
member 01 slides in and out over the driving member 1 lwith the aid of the slot
and key C while moving from the lock position A to the lock position B and
from the lock position B to the lock position A.
Thus when the sliding member 01 gets locked from the lock position A to the
lock position B then the referred drive system is said to be shifting from a
disengaged state to a state of engagement for allowing the transfer of power
from the crankshaft 03 to the referred driven accessory auxiliary members of
the referred internal combustion engine.
This present invention relates to an internal combustion engine of an
automobile and that of stationary engine application and more particularly it
relates to isolation of the driving loads of the belt or chain driven auxiliary and
accessory members from the crankshaft of the referred Internal combustion
engine . This drive system eliminates the static, dynamic and continuous loads
of the belt or chain driven auxiliary and accessory members from the
crankshaft of an Internal combustion engine before the start of priming
(cranking, initial rotating, starting) of an internal combustion engine for
enhancing the start ability performance along with some special operating
conditions in which the referred internal combustion engine is in operating (
running ) condition for improving the fuel economy under both nominal and
subzero or colder operating conditions.
It is to be noted that the present invention is susceptible to modifications,
adaptations and changes by those skilled in the art. Such variant embodiments
employing the concepts and features of this invention are intended to be within
the scope of the present invention, which is further set forth under the
following claims:-

WE CLAIM:
1. Drive system for isolating the loads of belt driven accessory and auxiliary
members from the crankshaft of IC engines comprising of a driven
member and driving member mounted on a crankshaft together with a
slot, energising coil, sliding member, locking mechanism, spring, ball
lock, retracting coil, bearing, pair of compression springs, rigid body,
split drive linkage, and unibody linkage connected to each other and
working in a combination.
2. Drive system as claimed in claim 1, wherein priming is carried out such
as herein described.
3. Drive system as claimed in claim 1 or 2, wherein the driven member
along with the bearing member and the driving member constitute the
unibody linkage.
4. Drive system as claimed in any of the preceding claims, wherein the
driven member, the bearing member and the rigid body together
constitute the split drive linkage.
5. Drive system as claimed in any of the preceding claims, wherein the
spring member and the ball lock together constitute the locking
mechanism.
6. Drive system as claimed in any of the preceding claims, wherein the
energising pulse 1, the energising pulse 2 and the energising pulse 3
facilitate in the engagement and disengagement of the drive system for
isolating the driving loads of belt driven accessory auxiliary members
from the crankshaft for internal combustion engine.
7. Drive system as claimed in any of the preceding claims, wherein the key
lock member is in connection with the groove, the slot, the crank shaft
member and the driving member.
8. Drive system as claimed in any of the preceding claims, wherein one end
of the rigid body is in connection with the bearing member, other end of
which is in contact with the outer casing of internal combustion.
9. Drive system as claimed in any of the preceding claims, wherein other
end of the rigid member forms an integrated and extended part of the out
casing of internal combustion engine or the rigid member is connected to
the outer casing of internal combustion engine with a bracket mounting
arrangement.
10. Drive system for isolating the loads of belt driven accessory and
auxiliary members from the crankshaft of IC engines substantially as
herein described with reference to the accompanying drawings.