BRAKE MECHANISM FOR VEHICLES

Abstract: A brake mechanism used in a vehicle, comprises: a gear (33) connected to an output shaft of an engine of the vehicle; a casing (1); a radial compressor (100) disposed in the casing (1) and having an impeller (8), an impeller shaft (71) extending from the back (68) of the impeller (9) in the casing (1), a suction port (10), and an outlet port (11) for sucking in air from the suction port (10), compressing it within the casing (1), and delivering it from the outlet port (11) by the impeller (9); another gear (34) that connects the impeller shaft (71) with the engine output shaft gear (33); a shaft support (91) for rotatably supporting the impeller shaft (71); and a recess (69) formed in the back (68) of the impeller (9) for accepting the shaft support (91). The arrangement substantially raises the resonance vibration frequency of the impeller shaft (71) due to an imbalance couple derived from the impeller construction, so that the resonace vibration is prevented during an ordinary engine operation since the length of the impeller shaft (71) between the point of rotatory-support and its rear end is substantially elongated whereas the overhang, i.e., that distance between the point of rotatory-support to the impeller's center of gravity is shortened. This arrangement, however, does not elongate the total length, a length from the impeller tip to the impeller shaft rear end.

Description: The present invention relates to a brake mechanism used in a vehicle, comprising: a gear connected to an output shaft of an engine of the vehicle; a casing; a radial compressor disposed in the casing and having an impeller, an impeller shaft extending from the back of the impeller in the casing, a suction port, and an outlet port for sucking in air from the suction port compressing it within the casing, and delivering it from the outlet port by the impeller; a gear for connecting the impeller shaft with the engine output shaft gear; and a shaft support for rotably supporting the impeller shaft. Such brake mechanism which is disclosed in the Japanese patent application No. 62-136 474 is used in a motor vehicle of the type equipped with a radial flow compressor connected to a crankshaft of the engine for exerting a braking force against the crankshaft using the air compressing work of the compressor as the braking force. More particularly, the invention relates to a brake mechanism in which a resonation vibration is prevented in the radial compressor at its impeller and impeller shaft. As for propositions relating to the construction in which an impeller is attached to only one end of the output shaft or the crankshaft of the engine, there are "Turbine Brake Mechanism" (Japanese patent applciation No. 62-136 474 (1987)) and a number of other propositions disclosing the power recovery turbine. In the former proposition according to Japanese patent application No. 62-136 474 (1987) and mentioned in the beginning, which is illustrated in Figure 2 of the accompanying drawings, a radial compressor c is connected to one end of the crankshaft b of the engine a. The compressor c is driven by the shaft b, and then compresses and delivers off a gas it has sucked in. In other words, the radial compressor c consumes an energy of the engine, thereby braking the engine or the vehicle. The gas may be either external air or exhaust gas. In the latter category, on the other hand, a turbine is provided in the exhaust line in such a way that the turbine shaft is connected with an engine crankshaft via a gear train so as to effectively recover the energy of the exhaust gas. In those arrangements, only the impeller is attached to an end of the impeller shaft. This means that the distance from the center of gravity of the impeller to the point of rotatory support of the impeller shaft (called "overhang") can but be long. Structurally speaking, this should be contrasted to the case of a turbocharger, where a pair of impellers (a turbine and a blower) are attached to either end of a common rotating shaft, the shaft being supported at its either end. One problem of the former structure with a large overhang is that the system's resonance frequency is low due to the imbalance couple that is inevitably present; namely, such a rotation system is liable to undergo resonation vibration at a low frequency corresponding to a low engine revolution speed within the ordinary service range. Even though this difficulty can be overcome by employing a longer impeller shaft, since the longer the shaft, the higher the resonance frequency, such a solution entails undesirable elongation of the total dimension of the impeller system, i.e. the distance between the impeller tip to the rear end of the impeller shaft becomes longer. US-A-3 219 260 discloses a propellant driven fan apparatus comprising a fan mounted for rotational movement on a shaft, a turbine rotor mounted on the shaft adapted to drive the fan, a combustion chamber, a plurality of nozzles arranged whereby gas from the firing chamber drives the turbine rotor, an exhaust blower for discharging gas from the turbine, and a breech mechanism arranged and constructed whereby a propellant charge located in the firing chamber may be fired. In this known apparatus an approximately cone-shaped shaft support for the fan and turbine rotor shaft is housed in a recess formed in the back of the fan. This shaft support integrally contains in another recess formed in the back thereof one bearing of combustion thrust and axial load bearings supporting the shaft. The other one of these bearings is provided at the rearward end of the shaft carrying the turbine rotor. One major object of the present invention is to prevent the resonance vibration of the impeller shaft in a brake mechanism of the type mentioned in the beginning by increasing the distance between the point of rotary support and the impeller shaft rear end (called the "shaft marginal length" hereafter), without increasing the total length, i.e., that from the impeller tip to the impeller shaft rear end (called "impeller total length"), while holding the overhang (the distance between impeller's center of gravity and the point of rotary support) as short as possible, thereby raising the resonance frequency of the impeller shaft with respect to the imbalance couple. Other purpose will be disclosed in due course. To attain the objects of the present invention, there is provided a brake mechanism of the type mentioned in the beginning, which is characterized in that a recess is formed in the back of the impeller and the shaft support is housed in the recess; the shaft support is of a shape of a cone whose tip is truncated, and is constructed so as to integrally contain a slide bearing that supports the impeller shaft; a groove is formed on the impeller shaft in the circumferential direction of the impeller shaft in the vicinity of the impeller and a seal bearing which is shaped cylindrical is fitted in the groove at its end and extends along the recess to cover the shaft support; and the impeller shaft is connected to a transmission mechanism that transmits the driving force from the gear that is connected to the engine output shaft gear, to the impeller shaft, said transmission mechanism including a gear train which is connected with the engine output shaft gear via a clutch mechanism including a hydraulic clutch, and the transmission mechanism is housed in a transmission casing, while the clutch mechanism is housed in a clutch casing, the casings being connected to each other in the axial direction of the impeller shaft inside the impeller casing. In this arrangement, the overhang is substantially shortened and the shaft marginal mength is substantially elongated without altering the impeller total length. Therefore, the impeller shaft's resonance frequency shifts to a higher frequency and the resonation vibration is prevented in the impeller and its shaft in the range of engine revolution of ordinary services. Figure 1 is a cross sectional view of the brake mechnanism of a vehicle according to the present invention; and Figure 2 is a system disgram showing an example of the prior art brake mechanism. In describing one preferred embodiment of the present invention referring to the attached diagrams, Figure 1, a brake mechanism for vehicles comprises an radial flow compressor 100, a transmission mechanism, and a clutch mechanism, all being housed in a brake casing 3 divisible in the axial direction of the compressor (called just "axial direction", also a direction transverse to the axial direction is called "radial direction", and left in the drawing is referred to as "front" while right to "rear" hereafter). The brake casing 3 comprises an impeller casing 1, which is divisible into two parts, and the casing 2 for the transmission and the clutch mechanisms, which is cylinderical in shape (this casing 2 will be referred to as the "mechanisms casing" hereinafter). The casings 1 and 2 are joined to each other by a socket-and-spigot joint in the axial direction. In the case of this illustration, the impeller casing 1 and the mechanisms casing 2 both end with a flange 4 or 5 around the socket-and-spigot joint. A number of female-threaded holes 6 are formed in the flange 4 of the impeller casing 1, and corresponding number of bolt holes 7 are bored in the opposing flange 5 of the mechanisms casing 2. A ready jointing of the two casings 1 and 2 is ensured by simply screwing the connecting bolts 8 into the thread 6. The impeller casing 1 is of a form of involute and the impeller 9 is rotatably housed in the involute casing 1. An air inlet or suction port 10 is formed on its central axis, while a compressed air delivery port 11 is formed at the downstream end of the involute. A bell mouth 15 is fitted in the impeller casing 1 at its inner wall 12 near the suction port 10, so as to surround blades 13 of the impeller 9 and to constitute a nozzle throat 14 for the impeller 9. The bell mouth 15 is firmly attached to the impeller casing 1 with screws 16. The mechanisms casing 2 includes a transmission casing 17 and a clutch casing 18. A disk-shaped flange member 19 connects the casings 17 and 18 through a socket-and-spigot joint. At the center of the flange member 19, provided is a first antifricition bearing 20 that rotatably supports a coupling (to be described later on). The transmission casing 17, the clutch casing 18, and the flange member 19 are mutually joined into a unified body with connecting bolts 21 and nuts 24. Bolt holes 23 are bored through the clutch casing 18's body 22. The clutch casing 18 is closed at its end opposite to the impeller 9 with a first shaft support 25. The first shaft support 25 has a shaft hole at its center. The shaft hole 26 is enlarged at its front half (left half in the drawing), in which a second antifriction bearing 28 is fitted. The clutch casing 18 has a second shaft support 29, which extends rearward parallel to the axial direction by a certain length, then downward or transversely to the axis of the casing 1. At the end of the second support 29, formed is a ring which houses a third antifriction bearing 30 in axial alignment with the second antifriction bearing 28. Inside the clutch casing 18, the clutch shaft 31 is supported by the second and the third rolling bearings 28 and 30. The shaft 31 possesses splines 32 at its portion between the first shaft support 25 and the second shaft support 29. The splines 32 are in engagement with the crankshaft gear wheel 33 through a gear 34. A clutch wheel 35 is formed near the front (left in the drawing) end of the clutch shaft 31. The clutch wheel 35 comprises a disk-shaped flange 36 that extends radially by a chosen length and a cylindrical member 37 that stretches from the end of the flange 36 towards the gear 34. Splines 38 are formed at the outer periphery of the cylindrical member 37 such that a first clutch plate (to be described later on) can shift in the axial direction. The clutch shaft 31 terminates in a radially reduced down-stepped shaft 43. A rolling bearing 44 is fitted around the shaft 43. Now, the first rolling bearing 20 rotatably supports the a coupling shaft 39, which, in this embodiment, extedns, with the point of support in the rolling bearing 20 as its center, into the transmission casing 17 on the impeller 9 side, the outer periphery therein being formed into a gear 40, and into the clutch casing 18 on the gear 34 side, the outer periphery therein being formed into splines 41. On the other hand, the rear end of the coupling shaft 39 terminates in a bearing cavity 42 of a predetermined configuration to accept the stepped-down end 43 of the clutch shaft 31 together with its rolling bearing 44. That is to say, the rolling bearing 44 disjoins the clutch shaft 31 and the coupling shaft 39 in the matter of transmitting the driving force. Inside the clutch casing 18, the disk-shaped first housing member 45 is formed near the flange member 19, and a disk-shaped second housing member 46 is provided near the first shaft support 25 side. The two housing members 45 and 46 have the same diameter and are joined with each other by a third housing member 47 of cylindrical shape having a diameter approximately equal to the diameter of the disk-shaped housing member, thereby defining an inner clutch hosuing. The members 45, 46 and 47 are tightly joined by bolts 48 in this embodiment. Therefore, as the clutch shaft 31 revolves, the second inner housing member 46 rotates in the same direction as the shaft 31, which in turn makes the third inner housing member 47 and the first inner housing member 45 rotate. A cylindrical boss 49 extends rearward (right in the drawing) from the central part of the first inner housing member 45, Splines 50 is formed in the inner wall of the boss 49 so as to mesh with the spline 41. At the axial center of the second housing member 46, on the other hand, there is a shaft hole 51 so as to accept the clutch shaft 31 revolution-free. At the axial center of the second inner housing member 46, moreover, there is provided a boss 52, which extends towards the first housing member 45 and is so formed to loosely fit into the cylindrical member 37 of the clutch wheel 35. The boss 52 has a cavity 54 to accept a fourth rolling bearing 53 fitted on the clucth shaft 31. The fourth rolling bearing 53 disconnects the driving force from the second inner housing member 46 while rotatably supporting the member 46 on the clutch shaft 31. A set of first plates 55 are engaged with the splines 36 formed on the outer periphery of the cyclindrical member 37 so that it 55 can move in the axial direction (right and left in the drawing), while a set of second clutch plates 56 iare engaged with spline 57 formed on the third housing member 47 in its rear half such that it 56 can also move in the axial direction. In the present embodiment, each individual plate of the second clutch plates 56 is sandwiched by two adjacent individual plates of the first clutch plates 55. The second housing member 46 is provided with a piston mechanism 58 for shifting the firts and the second clutch plates 55 and 56 rearward, and furhter for pressing them to each other so that the revolution of the clutch shaft 31 is transmitted to the coupling shaft 39 through the second housing member 46. The piston mechanism 58 is formed cylindrical in shape and loosely fitted in the third inner housing member 47 with appropriate clearance, and has a round opening 59 at its center to rotatably accept the front part of the clutch shaft 31 and the rear part of the coupling shaft 39. Moreover, the piston mechanisms 58 includes a piston 60 facing the first inner housing member 45, A bellows 61 is attached to the member 45 at its one end and attached to the piston mechanism 58 at its other end, so as to enclose the piston 60. The bellows 61 define a compartment 62 between the piston 60 and itself. The compartment 62 serves as a working oil reservoir, which a working oil filler passage 63 bored in the first and second inner housing members 45 and 46 reach. Therefore, the bellows 61 are made to elongate as the working oil (a lubraication oil, for instance) is fed into the reservoir 62 through the filler passage 63, and the piston mechanism 58 is activated to engage the first clutch plates55 with the second clutch plates56, thereby allowing the rotatory driving force to be transmitted from the clutch shaft 31 to the coupling shaft 39. Turning now to the transmission mechanism, there is provided an intermediate gear shaft 64 extending parallel to the coupling shaft 39. A gear 65 is formed on the intermediate gear shaft 64 at its flange member 19 side to mesh with the gear 40 provided on the outer periphery of the coupling shaft 39. Another gear 66 is formed on the shaft 64 to mesh with a gear (will be described later) on the impeller shaft 71. The intermediate gear 64 is supported by the flange member 19 and the impeller casing 1 throuh a roller bearing 67. Here, it will be recalled that one major object of the present invention is to increase the impeller shaft marginal length so as to raise the resonance frequency of the impeller shaft, while locating the point of rotatory-support within the impeller casing. For this purpose, we provide at the point of rotatory-support in the impeller casing 1 a shaft support 91 that rotatably supports a second impeller shaft 73. The shaft support 91 is shaped conical with its front reduced in diameter and protrudes appropriately into a depression 69 (to be described soon after). At the center of the depression 69, a bearing cavity 92 is bored, in which a flange bush 89 is integrally fitted, the flange bush 89 in its turn integrally holding a slide bearing 80 to support the secondary impeller shaft 73 revolution-free. Coming now to the impeller 9, recessed on its back side 68 at its center is a depression 69 in the form of a truncated cone with its diameter progressively reduced toward the tip. In the present embodiment, the diameter and the depth of the depression 69, i.e., the two factors that determine the volume thereof, are specified in such a way that while the least necessary thickness to ensure the strength may be left with the impeller 9, the shaft support 91 of the impeller casing 1 may be fitted snugly thereon. At the axial center of the depression 69, bored clear through the impeller 9 is a bolt hole 70. The impeller shaft 71 is placed in the bolt hole 70, comprising a primary impeller shaft 72 that extends through and out of the bolt hole 70 and secondary impeller shaft 73 (introduced earlier) that is joined coaxially to the primary impeller shaft 72 at its rear end. Here, the diameter of the secondary shaft 73 is enlarged with respect to that of the primary shaft 72, so that the aforesaid joint will serve as a positioning step. The part of the primary impeller shaft 72 that extends out of the impeller 9 through the bolt hole 70 is threaded into a screw 74, onto which a cap nut 75 is fitted so as to unite the primary impeller shaft 72 with the impeller 9. The secondary impeller shaft 73 is provided in the rear direction in turn with encircling grooves 76 and 77 of either V- or U-shape cross section at an appropriate interval of which the front one, i.e., the groove 76, accepts a seal bearing 78 that is formed so as to follow the inner face of the recess 69. The seal bearing 78 is made out of a material of suitalbe flexibility, having its clutch shaft 31 side edge folded back into a form of letter L, at whose bend 90, it is affixed to the impeller casing 1 with screws 79. To another part, or the rear, of the secondary impeller shaft 73 is formed into a gear 81 that meshes with the power gear 66, and further ends up with a shaft 82, which is down-stepped into a smaller diameter and is fitted into a fifth antifriction bearing 83. To hold the fifth antifriction bearing 83, provided within the transmission casing 18 is a stay member 84 extending in the radial direction of the casing 1 having at its end a third shaft support 85 for supporting the fifth antifriction bearing 83 revolution-free. Since the shaft support 91 of the impeller casing 1 has been placed within the recess 69 formed at the backside 68 of the impeller 9, the overhang of the impeller shaft 71, i.e., that distance thereof between the point of rotatory-support (i.e., the point at which it comes into contact with the slide bearing 80) to the center of gravity of the impeller 9 (not shown) has been substantially shortened. By placing the center of rotatory-support of the impeller shaft 71 within the recess 69, moreover, the shaft marginal length, i.e., that distance of the impeller shaft 71 from the center of rotatory-support to the rear end thereof, has been substantially increased without altering the impeller total length, i.e., that total length including the impeller 9 and the impeller shaft 71. As a consequence, the resonance frequency of the impeller shaft 71 has been shifted up, thereby preventing the resonance vibration of the impeller 9 and the impeller shaft 71 in the low engine revolution of ordinary services due to the imbalance couple remained. Now in the clutch casing 18, the flange member 19, the first shaft support 25, the first to the third inner housing members 45 to 47, the stay member 84, and the third shaft support 85 are each provided with a lubricant oil passage 86 so as to allow a lubrication of the various bearings. In the present embodiment, the oil passage 86 share a common lubraicant oil main from which they are branched off. In the clutch shaft 31 and the coupling shaft 39, in particular, respectively provided along their central axis are lubricant oil passages 87 and 88 so as to feed the lubrication respectively to the fourth antifriction bearing 53 and the fifth antifriction bearing 83. Now, to discuss the effects of this invention in the embodiment described above, for ordinary engine operation, we contract the bellows 61 by lowering the pressure of the lubrication oil contained in the reservoir 62 so as to relieve the piston mechanism 58 from exerting pressure on the first and the second clutch plates 55 and 56. Then the individual plates of the first and the second clutch plates 55 and 56 are kept separated. In this case, even though the rotatory driving force is transmitted from the crankshaft gear wheel 33 to the clutch shaft 31 so that the clutch shaft 31 and the first clutch plate 55 are left slipping, the coupling shaft 39 and the intermediate gear shaft 64 do not rotate because no rotatory driving force is transmitted to the third inner housing member 47 and the first inner housing member 45. As a consequence, neither the impeller shaft 71 nor the impeller 9 rotates during the time of ordinary engine operation. When it comes to applying brake, however, we feed the working oil to the reservoir 62 through the passage 63 so as to raise the oil pressure in the reservoir 62. This expands the bellows 61 to make the piston mechanism 58 exert pressure on the first and the second clutch plates 55 and 56, thereby engaging them with each other. Then the rotatory driving force is transmitted from the clutch shaft 31 to the third inner housing member 47 through the second clutch plates 56, thereby making the impeller shaft 71 and the impeller 9 rotate under the rotatory driving force now transmitted through the first flange member 45, the coupling shaft 39, and the power gear 66. As a consequence, the impeller 9 performs a compressor work by compressing the gas it sucks in through the suction port 10 and blowing it out through the compressed air delivery port 11. This amounts to the impeller 9's making the engine (not shown) perform a resistance work through the crankshaft gear wheel 33 and its applying brake on the engine. It is to be noted here that the brake mechanism for vehicles of this invention in this construction is mainly for motor vehicles, particulary in such a case as, for example, negotiating a long downhill, where it may be used as an auxiliary to the main brake (e.g., a foot brake). When the ordinary engine brake is in action during a downhill driving, the engine is under an effectively augmented braking force with aid of another brake applied on the engine according to this invention. In conclusion, we state that, since the internal combustion engine consumes further energy, i. e., it gives additional kinetic energy to the working medium, air or exhaust in this embodiment, highly effective deceleration of the vehicle can be achieved, the more so, the faster the vehicle is going, or the faster the impeller 9 is rotating. Finally, we contemplate in the second embodiment to apply the principles of the present invention to the turbocharger. Here, we provide recesses, each similar to the illustrated recess 69, on the back sides of both the turbine and the blower, thereby achieving a substantial shortening of the respective length between the rotation support center and the center of gravity of each impeller.

Claims: A brake mechanism used in a vehicle, comprising: a gear (33) connected to an output shaft of an engine of the vehicle; a casing (3); a radial compressor (100) disposed in the casing (3) and having an impeller (9), an impeller shaft (71) extending from the back (68) of the impeller (9) in the casing (3), a suction port (10), and an outlet port (11) for sucking in air from the suction port (10), compressing it within the casing (3), and delivering it from the outlet port (11) by the impeller (9); a gear (34) for connecting the impeller shaft (71) with the engine output shaft gear (33); and a shaft support (91) for rotably supporting the impeller shaft (71); characterized in that a recess (69) is formed in the back (68) of the impeller (9) and the shaft support (91) is housed in the recess (69); the shaft support (91) is of a shape of a cone whose tip is truncated, and is constructed so as to integrally contain a slide bearing (80) that supports the impeller shaft (71); a groove (76) is formed on the impeller shaft (71) in the circumferential direction of the impeller shaft (71) in the vicinity of the impeller (9) and a seal bearing (78) which is shaped cylindrical is fitted in the groove (76) at its end and extends along the recess (69) to cover the shaft support (91); and the impeller shaft (71) is connected to a transmission mechanism (39, 64, 66) that transmits the driving force from the gear (34) that is connected to the engine output shaft gear (33) to the impeller shaft (71), said transmission mechanism (39, 64, 66) including a gear train which is connected with the engine output shaft gear (33) via a clutch mechanism (31, 45, 46, 47, 55, 58, 61, 63) including a hydraulic clutch, and the transmission mechanism (39, 64, 66) is housed in a transmission casing (17), while the clutch mechanism (31, 45, 46, 47, 55, 56, 58, 61, 63) is housed in a clutch casing (18), the casings (17, 18) being connected to each other in the axial direction of the impeller shaft (71) inside the impeller casing (1). A brake mechanism for vehicles according to claim 1, characterized in that the recess (69) has a configuration analogous to the shaft support (91).

Inventors: OKADA, MASAKI C/O FUJISAWA FACTORY OF
Applicants: ISUZU MOTORS LIMITED
Application year: 1989
Main classification: B60T1
IPC codes: F04D25, B60T1, F02B39, F01D25, F04D29, F16D57, F01D5