WO2018052892A1

WO2018052892A1 - Starter disconnect assembly and system including same

Info

Publication number: WO2018052892A1
Application number: PCT/US2017/051136
Authority: WO
Inventors: Dean J. Schneider; James R. Papania; Christopher Blair; Christopher SPANGLER; David PODBIELSKI
Original assignee: BorgWarner Inc
Current assignee: BorgWarner Inc
Priority date: 2016-09-15
Filing date: 2017-09-12
Publication date: 2018-03-22
Anticipated expiration: 2019-03-15

Abstract

An engine assembly includes an internal combustion engine and a starter system. The internal combustion engine includes an engine block and a crankshaft rotatable with respect to the engine block. The starter system includes a starter motor, a drive pulley rotatably coupled to the starter motor, a belt coupled to the drive pulley, and a starter disconnect assembly. The starter disconnect assembly includes a driven pulley adapted to be coupled to and rotatable by the belt and extending along and disposed about a longitudinal axis. The starter disconnect assembly also includes a one-way clutch rotatably coupled to the driven pulley and disposed about the longitudinal axis. The driven pulley is adapted to be selectively rotatably coupled to the crankshaft by the one-way clutch for rotating the crankshaft and starting the internal combustion engine when the driven pulley is rotatably coupled to the crankshaft.

Description

STARTER DISCONNECT ASSEMBLY AND SYSTEM INCLUDING

SAME

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0001] The invention generally relates to a starter disconnect assembly for use in a starter system of a motor assembly of a vehicle.

2. Description of the Related Art

[0002] Conventional engine assemblies used in a vehicle typically include an internal combustion engine having a crankshaft. In some applications, the engine assembly additionally includes a starter system for starting the internal combustion engine by turning the crankshaft. The starter system is generally used in start/stop vehicles to change the vehicle mode from an engine stopped mode, to an engine running mode. When the vehicle is a hybrid vehicle, the starter system is generally used to change the vehicle mode from an engine stopped mode, where only an electric motor is used to move the vehicle, to either a hybrid mode, where both the electric motor and the internal combustion engine are used to move the vehicle, or an all internal combustion engine mode, where only the internal combustion engine is used to move the vehicle. [0003] One type of starter system currently used in hybrid or stop/start vehicles is a Belt Alternator Starter (BAS) system. In BAS systems, a starter motor/alternator is added to a front accessory drive of the internal combustion engine. This starter motor/alternator is substituted in the location of a traditional alternator. The starter motor/alternator of the BAS system is used to start the internal combustion engine when certain conditions are met in the hybrid vehicle or the stop/start vehicle. In some BAS systems, a traditional geared starter is used for cold starts, as some BAS systems are unable to provide cold start capabilities. In addition to starting the internal combustion engine when certain conditions are met in the hybrid vehicle or the start/stop vehicle, the starter motor/alternator of the BAS system may add torque to the internal combustion engine and generate electricity to be used for various components of the vehicle. Because BAS systems use the starter motor/alternator in place of a traditional alternator in addition to other functions, the starter motor/alternator of the BAS system has a greater output power than traditional alternators. [0004] In P2 hybrid systems, an electric motor is disposed between the internal combustion engine and a transmission of the vehicle. The electric motor is able to provide necessary torque to the crankshaft to move the vehicle when the internal combustion engine is not in use. Often, a similar starter motor/alternator to those used in BAS systems is used to restart the combustion engine in P2 hybrid systems. Typically, this is done because the starter motor/alternator used in BAS systems provides the necessary response time and durability to start the internal combustion engine in most P2 hybrid vehicles. However, in P2 hybrid systems that use the starter motor/alternator of BAS systems, the starter motor/alternator is used only for starting the internal combustion engine despite the starter motor/alternator having enough capacity to add additional torque to the crankshaft of the internal combustion engine and to generate electricity for various components of the vehicle.

[0005] This extra capacity from the starter motor/alternator is unnecessary and leads to additional cost for the starter system. Additionally, because of the extra capacity of the starter motor/alternator used in P2 hybrid systems, the starter system is heavier and takes up more space in an engine compartment than desired. Furthermore, the starter motor/alternator of BAS systems used in P2 hybrid systems are noisy such that a driver of the vehicle can hear the starter system when the starter motor is activated. As such, there remains a need to provide for an improved starter system for starting an internal combustion engine of an engine assembly of a vehicle.

SUMMARY OF THE INVENTION AND ADVANTAGES

[0006] An engine assembly includes an internal combustion engine and a starter system. The internal combustion engine includes an engine block and a crankshaft rotatable with respect to the engine block. The starter system includes a starter motor, a drive pulley rotatably coupled to the starter motor, a belt coupled to the drive pulley, and a starter disconnect assembly. The starter disconnect assembly includes a driven pulley adapted to be coupled to and rotatable by the belt and extending along and disposed about a longitudinal axis. The starter disconnect assembly also includes a one-way clutch rotatably coupled to the driven pulley and disposed about the longitudinal axis. The driven pulley is adapted to be selectively rotatably coupled to the crankshaft by the one-way clutch for rotating the crankshaft and starting the internal combustion engine when the driven pulley is rotatably coupled to the crankshaft.

[0007] Accordingly, the starter system including the starter motor, the drive pulley rotatably coupled to the starter motor, the belt coupled to the drive pulley, and the starter disconnect assembly is more cost effective than known starter systems. Additionally, the starter system is lighter and takes up less space in the engine compartment than known starter systems. Furthermore, the starter system is quiet such that a driver cannot hear the starter system when the starter motor is activated.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

[0009] FIG. 1 is a perspective view of a vehicle, with the vehicle including a transmission shown in phantom and an engine assembly shown in phantom;

[0010] FIG. 2 is a perspective view of the engine assembly including an internal combustion engine, a crankshaft shown in phantom, and a starter system, with the starter system including a starter motor, a drive pulley, a belt, and a starter disconnect assembly;

[0011] FIG. 3 is a cross-sectional view of the starter disconnect assembly taken along line B-B of FIG. 2, with the starter disconnect assembly including a driven pulley and a one-way clutch;

[0012] FIG. 4 is another embodiment of the starter disconnect assembly of

FIG. 3; [0013] FIG. 5 is another embodiment of the starter disconnect assembly of

FIG. 3;

[0014] FIG. 6 is a perspective view of another embodiment of the starter disconnect assembly, with the starter disconnect assembly including a mounting bracket; [0015] FIG. 7 is a cross-sectional view of the starter disconnect assembly taken along line C-C of FIG. 6;

[0016] FIG. 8 is another embodiment of the starter disconnect assembly of

FIG. 7; and

[0017] FIG. 9 is another embodiment of the starter disconnect assembly of FIG. 7.

DETAILED DESCRIPTION OF THE INVENTION

[0018] With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a vehicle 20 is generally shown in FIG. 1. The vehicle 20 includes a transmission 22 and an engine assembly 24. The vehicle 20 defines an engine compartment 26 and a cabin 28, with the engine assembly 24 at least partially disposed within the engine compartment 26. The engine assembly 24 includes an internal combustion engine 30. As best shown in FIG. 2, the internal combustion engine 30 has an engine block 32 and a crankshaft 34 rotatable with respect to the engine block 32. One having ordinary skill in the art will appreciate that the internal combustion engine 30 and the engine block 32 shown throughout the Figures are merely illustrative and that the internal combustion engine 30 may be any suitable internal combustion engine 30. Additionally, one having ordinary skill in the art will appreciate that the crankshaft 34 shown throughout the Figures is merely illustrative and that the crankshaft 34 may have any other suitable configurations. [0019] The engine block 32 has a front end 36 and a back end 38, with the transmission 22 rotatably coupled to the crankshaft 34 at the back end 38 of the internal combustion engine 30. It is to be appreciated that the back end 38 of the internal combustion engine 30 is adjacent the transmission 22. For example, in some vehicles, the transmission 22 is disposed between the internal combustion engine 30 and the cabin 28. In such vehicles, the back end 38 of the internal combustion engine 30 faces the cabin 28 such that the back end 38 of the internal combustion engine 30 is disposed between the cabin 28 and the front end 36 of the engine block 32. In other vehicles, such as front wheel drive vehicles, the transmission 22 is not disposed between the internal combustion engine 30 and the cabin 28. Instead, the transmission 22 is adjacent the internal combustion engine 30 with the internal combustion engine 30 and the transmission 22 are substantially equally spaced from the cabin 28. In such vehicles, neither the front end 36 of the engine block 32 nor the back end 38 of the engine block 32 face the cabin 28, and the front end 36 of the engine block 32 is opposite the transmission 22. [0020] With reference to FIGS. 2 and 6, the engine assembly 24 also includes a starter system 40. The starter system 40 includes a starter motor 42, a drive pulley 44 rotatably coupled to the starter motor 42, and a belt 46 coupled to the drive pulley 44. In some embodiments, the starter motor 42 is coupled to the engine block 32. One having ordinary skill in the art will appreciate that the starter motor 42 may be adapted to be coupled to any suitable component of the vehicle 20. It is to be appreciated that the starter motor 42, the drive pulley 44, and the belt 46 shown throughout the Figures are merely illustrative and each may be any other suitable configuration.

[0021] In one embodiment, the starter motor 42 is a 5KW motor, which is less than typical starter motors used in P2 hybrid systems. Specifically, when the starter motor 42 is a 5KW motor, the starter motor 42 has less capacity than standard starter motors in P2 hybrid systems, which are usually 10KW starter motors. As such, the starter motor 42 of the engine assembly 24 has a smaller capacity than standard starter motors used in P2 hybrid systems, which helps reduce cost, overall weight of the starter motor 42, and size of the starter motor 42. Additionally, when the starter motor 42 of the engine assembly 24 has less capacity than standard starter motors in P2 hybrid systems, noise produced by the starter motor 42 is reduced. It is to be appreciated that the starter motor 42 may be less than or greater than a 5KW motor and may be adjusted depending on the power needed to start the internal combustion engine 30. For example, the starter motor 42 may have an output power between 1KW and 8KW. In other embodiments, the starter motor 42 may have an output power between 3KW and 7KW. In yet other embodiments, the starter motor 42 may have an output power between 4KW and 6KW. [0022] The starter system 40 including the belt 46 coupled to the drive pulley

44 is quieter than standard starter systems, as described below. For example, typical starter systems are gear driven and produce noticeable noise to a driver when actuated. Typically, the starter motor of these gear driven starter systems turn a gear, which then rotates a second gear (typically a ring gear) that is attached to the crankshaft of the internal combustion engine. Further, typical starter systems, especially those found in P2 hybrid systems, are located at the back end 38 of the engine block 32. However, using the belt 46 in the starter system 40 reduces, and often eliminates, noise heard by the driver of the vehicle 20. The belt 46 may be part of an accessory drive of the vehicle 20, or the belt 46 may be separate from the accessory drive of the vehicle 20.

[0023] It is to be appreciated that the starter system 40 and starter disconnect assembly 48 may be used on any suitable hybrid vehicle, such as a P2 hybrid. It is also to be appreciated that the starter system 40 and starter disconnect assembly 48 may be used on a traditional start-stop vehicle that does not have an electric motor for assisting the internal combustion engine 30.

[0024] As best shown in FIGS. 2-5 and 7-9, the starter system 40 additionally includes a starter disconnect assembly 48 including a driven pulley 50 and a one-way clutch 52. The driven pulley 50 is adapted to be coupled to and rotatable by the belt 46. The driven pulley 50 extends along and is disposed about a longitudinal axis A. The one-way clutch 52 is rotatably coupled to the driven pulley 50 and disposed about the longitudinal axis A. The driven pulley 50 is adapted to be selectively rotatably coupled to the crankshaft 34 by the one-way clutch 52 for rotating the crankshaft 34 and starting the internal combustion engine 30 when the driven pulley 50 is rotatably coupled to the crankshaft 34. For example, when the internal combustion engine 30 is turned off and needs to be turned on, the starter motor 42 activates, thereby turning the drive pulley 44 and the belt 46, which then rotates the driven pulley 50 and crankshaft 34 when the one-way clutch 52 rotatably couples the driven pulley 50 to the crankshaft 34. One having ordinary skill in the art will appreciate that the one-way clutch 52 may be any suitable one-way clutch, such as a roller or ball clutch, a sprag clutch, pawl clutch, or ratchet clutch. When the starter disconnect assembly 48 is disposed at the front end 36 of the engine block 32, the one-way clutch 52 may be smaller than when used in traditional starter assemblies. [0025] In one embodiment, the driven pulley 50 has a clutch engaging portion

54 disposed about the longitudinal axis A and coupled to the one-way clutch 52, and a belt engaging portion 56 disposed about the longitudinal axis A and adapted to be coupled to the belt 46. In this embodiment, the clutch engaging portion 54 is disposed between the belt engaging portion 56 and the longitudinal axis A. Further, in this embodiment, the driven pulley 50 is rotatably coupled to the crankshaft 34 by the one-way clutch 52 when the crankshaft 34 rotates at the same or less angular velocity as the driven pulley 50 about the longitudinal axis A, and the crankshaft 34 is rotatably uncoupled from the driven pulley 50 when the crankshaft 34 rotates at a greater angular velocity than the driven pulley 50 about the longitudinal axis A. In other words, when starting the internal combustion engine 30, the driven pulley 50 is rotatably coupled to the crankshaft 34 such that the driven pulley 50, the one-way clutch 52, and the crankshaft 34 rotate at the same angular velocity. Once the internal combustion engine 30 is running, the crankshaft 34 and the one-way clutch 52 rotate at a greater angular velocity than the driven pulley 50, which then rotatably uncouples the driven pulley 50 from the one-way clutch 52 and the crankshaft 34.

[0026] The one-way clutch 52 allows the starter motor 42, the drive pulley 44, the belt 46, the driven pulley 50, and the crankshaft 34 to remain continuously engaged. In other words, the one-way clutch 52, which selectively rotatably couples the driven pulley 50 to the crankshaft 34, dictates conditions that the driven pulley 50 and the crankshaft 34 are rotatably coupled to one another. As such, there is no linear actuation needed, which creates unwanted noise, with the components of the starter disconnect assembly 48. Additionally, the starter system 40 and the starter disconnect assembly 48 have cold start capabilities. In other words, an additional traditional geared starter is not needed to start the internal combustion engine 30. [0027] The starter disconnect assembly 48 may include a hub 58 adapted to be rotatably coupled to the crankshaft 34 and the one-way clutch 52, with the hub 58 being selectively rotatably coupled to the driven pulley 50 for rotating the crankshaft 34 and starting the internal combustion engine 30 when the driven pulley 50 is rotatably coupled to the hub 58. In other words, as described below, the driven pulley 50 may be rotatably coupled to the hub 58, or the driven pulley 50 may be rotatably uncoupled from the hub 58. When the hub 58 is present and when the internal combustion engine 30 is turned off and needs to be turned on, the starter motor 42 activates, thereby turning the drive pulley 44 and the belt 46, which then rotates the driven pulley 50 and the hub 58 when the one-way clutch 52 rotatably couples the driven pulley 50 to the hub 58, which then rotates the crankshaft 34.

[0028] In this embodiment, the driven pulley 50 is rotatably coupled to the hub 58 by the one-way clutch 52 when the crankshaft 34 rotates at the same or less angular velocity as the driven pulley 50 about the longitudinal axis A, and the hub 58 is rotatably uncoupled from the driven pulley 50 when the crankshaft 34 rotates at a greater angular velocity than the driven pulley 50 about the longitudinal axis A. In other words, when starting the internal combustion engine 30, the driven pulley 50 is rotatably coupled to the crankshaft 34 such that the driven pulley 50, the one-way clutch 52, the hub 58, and the crankshaft 34 rotate at the same angular velocity. Once the internal combustion engine 30 is running, the crankshaft 34, the hub 58, and the one-way clutch 52 rotate at a greater angular velocity than the driven pulley 50, which then rotatably uncouples the driven pulley 50 from the one-way clutch 52, the hub 58, and the crankshaft 34.

[0029] The hub 58 may have an engagement portion 60 extending along the longitudinal axis A and a damping portion 62 extending along the longitudinal axis A away from the engagement portion 60. The engagement portion 60 typically extends along the longitudinal axis A toward the crankshaft 34 and the damping portion 62 typically extends along the longitudinal axis A away from the crankshaft 34. Typically, the hub 58 is used for damping vibrations of the crankshaft 34 during rotation of the crankshaft 34. [0030] In one embodiment, the hub 58 helps reduce torsional vibration caused by rotation of the crankshaft 34 in part due to a selection of material of construction of the hub 58. For instance, the hub 58 may comprise of natural rubber, synthetic rubber, synthetic elastomeric materials, or any other suitable material. The hub 58 may be adapted to be rigidly attached to the crankshaft 34. [0031] In one embodiment, the hub 58 may define an engagement pocket 64 adapted to receive the crankshaft 34. The engagement pocket 64 may have any suitable configuration for receiving the crankshaft 34. As shown in FIGS. 3 and 7, the hub 58 may include an isolator 66 disposed within the damping portion 62 for further reducing torsional vibrations transmitted from the crankshaft 34. The isolator 66 may comprise any suitable material, such as metal or plastic. As also shown in FIGS. 3 and 7, the damping portion 62 may include additional mass for further helping reduce torsional vibrations transmitted from the crankshaft 34. In some embodiments, the hub 58 and, when present the isolator 66, may be referred to as a damper or damper assembly.

[0032] When present, the hub 58 allows the starter motor 42, the drive pulley

44, the belt 46, the driven pulley 50, the one-way clutch 52, the hub 58, and the crankshaft 34 to remain continuously engaged. In other words, the one-way clutch 52, which selectively rotatably couples the driven pulley 50 and the hub 58, dictates conditions that the driven pulley 50 and the hub 58 are rotatably coupled to one another. As such, there is no linear actuation needed, which creates unwanted noise, with the components of the starter disconnect assembly 48. Additionally, the hub 58 may be coupled with crankshaft 34 during all operating conditions. Also, the starter motor 42 and, in turn, the drive pulley 44 and belt 46 may remain coupled to the driven pulley 50 during all operating conditions. In certain embodiments, the hub 58 may be coupled to crankshaft 34 during all operating conditions. In such embodiments, the starter motor 42 and, in turn, the drive pulley 44 and belt 46 may be coupled to the driven pulley 50 during all operating conditions. [0033] The starter disconnect assembly 48 may additionally include a crankshaft fastener 68 for coupling the hub 58 to the crankshaft 34. As shown in FIGS. 3-5, the crankshaft fastener 68 extends into the crankshaft 34 for securing the hub 58 to the crankshaft 34. Specifically, the engagement portion 60 of the hub 58 may have an engagement cylinder 70 extending away from the crankshaft 34, with the crankshaft fastener 68 abutting the engagement cylinder 70 and engaging the crankshaft 34 for coupling the hub 58 to the crankshaft 34. The starter disconnect assembly 48 shown in FIGS. 3-5 may be referred to as a crankshaft mounted starter disconnect assembly 48.

[0034] The driven pulley 50 may define a plurality of teeth 72. When present, the plurality of teeth 72 help secure the belt 46 to the driven pulley 50. The driven pulley 50 may have a first retention end 74 and a second retention end 76. The first retention end 74 and the second retention end 76 help retain the belt 46 with the driven pulley 50 during rotation of the driven pulley 50.

[0035] As described above, the engine block 32 has the back end 38 and the front end 36. The back end 38 and the front end 36 are opposite one another with respect to the longitudinal axis A. In one embodiment, the starter disconnect assembly 48 is disposed at the front end 36 of the engine block 32. It is advantageous to have the starter disconnect assembly 48 disposed at the front end 36 of the engine block 32. For example, when the starter disconnect assembly 48 includes the hub 58, the starter disconnect assembly 48 disposed at the front end 36 of the engine block 32 allows the starter disconnect assembly 48 to replace a traditional damper assembly at the front end 36 of the engine block 32, which provides the starter disconnect assembly 48 damping capabilities along being able to start the internal combustion engine 30.

[0036] With the starter disconnect assembly 48 disposed at the front end 36 of the engine block 32, the internal combustion engine 30 may be started by activation of the starter motor 42, rotation of the drive pulley 44, and rotation of the belt 46, which rotates the driven pulley 50, the one-way clutch 52, and, in turn, the crankshaft 34. Additionally, with the starter disconnect assembly 48 disposed at the front end 36 of the engine block 32, a traditional starter system including a traditional starter disconnect assembly is not needed at the back end 38 of the engine block 32. Often, in traditional starter systems including traditional starter assemblies, a gear drive system is used to rotatably couple another starter motor and the crankshaft. Gear drive systems are noisier than the belt 46 and the starter disconnect assembly 48 at the front end 36 of the engine block 32. Specifically, linear actuation of the gear drive system, along with the traditional starter motor having unneeded capacity, causes the driver to hear traditional starter systems. Furthermore, the driven pulley 50 may remain continuously engaged with the belt 46, whereas many traditional starter assemblies disposed at the back end 38 of the engine block 32 require lateral actuation to engage and disengage gears of the gear drive. Additionally, traditional starter assemblies disposed at the back end 38 of the engine block 32 must disengage the gears of the gear drive because rotation of the crankshaft 34 of the internal combustion engine 30 exceeds the rotational capacity of the gears of the gear drive. [0037] The one-way clutch 52 may include an inner race 78 and an outer race

80. The inner race 78 may be coupled to the clutch engaging portion 54, and the outer race 80 may be coupled to the damping portion 62 of the hub 58. In one embodiment, the damping portion 62 of the hub 58 may be splined and the outer race 80 may be splined for rotatably coupling the hub 58 and the outer race 80 of the one-way clutch 52. In other embodiments, the outer race 80 of the one-way clutch 52 may be press-fit against the damping portion 62 of the hub 58. In such embodiments, the outer race 80 may self-broach splines into the damping portion 62 of the hub 58. [0038] The driven pulley 50 may partially define a cavity 82 between the clutch engaging portion 54 and the belt engaging portion 56. The driven pulley 50 may have a connecting portion 84 extending from the belt engaging portion 56 to the clutch engaging portion 54. When present, the connecting portion 84 further defines the cavity 82. When the driven pulley 50 defines the cavity 82 between the clutch engaging portion 54 and the belt engaging portion 56, the damping portion 62 of the hub 58 may cooperate with the belt engaging portion 56 and the clutch engaging portion 54 to further define the cavity 82. In such embodiments, the one-way clutch 52 may be disposed within the cavity 82.

[0039] The starter disconnect assembly 48 may include a bearing 86 disposed about the longitudinal axis A and coupled to the driven pulley 50. When present, the bearing 86 rotatably supports the driven pulley 50 as the driven pulley 50 rotates about the longitudinal axis A. Specifically, as shown in FIG. 3-5, the bearing 86 may be coupled to and disposed about the engagement cylinder 70. The bearing 86 may have an inner bearing race 88 engaged with the engagement cylinder 70 and an outer bearing race 90 engaged with the clutch engaging portion 54 of the driven pulley 50.

[0040] In one embodiment, as shown in FIGS. 6-9, the starter disconnect assembly 48 may include a mounting bracket 92 adapted to be coupled to the engine block 32 and partially enclosing the driven pulley 50 and the hub 58. The mounting bracket 92 couples the starter disconnect assembly 48 to the engine block 32. Typically, the mounting bracket 92 couples the starter disconnect assembly 48 to the front end 36 of the engine block 32.

[0041] In the embodiment shown in FIGS. 6-9, the starter disconnect assembly 48 may include a mounting fasteners 94 and 96 for coupling the mounting bracket 92 to the inner bearing race 88. The embodiment of the starter disconnect assembly 48 shown in FIGS. 6-9 may be referred to as a block mounted starter disconnect assembly 48. In other words, the starter disconnect assembly 48 shown in FIGS. 6-9 is coupled to the engine block 32, unlike the starter disconnect assembly 48 shown in FIGS. 2-5, which is coupled to the crankshaft 34. It is to be appreciated that the words mounted and coupled may be used interchangeably. For example, as shown in FIGS. 6-9, the starter disconnect assembly 48 may be adapted to be coupled to or adapted to be mounted to the engine block 32 by the mounting bracket 92, and as shown in FIGS. 2-5, the starter disconnect assembly 48 and, specifically, the hub 58 may be adapted to be coupled to or adapted to be mounted to the crankshaft 34. It is to be appreciated that the mounting bracket 92 may be any suitable configuration for coupling to the engine block 32. Although not required, the mounting bracket 92 may partially enclose the driven pulley 50 and the hub 58.

[0042] As shown in FIGS. 6-9, the inner bearing race 88 may be engaged with the mounting fastener 94 and the outer bearing race 90 may be engaged with the clutch engaging portion 54 of the driven pulley 50 for rotatably supporting the driven pulley 50 about the mounting fastener 94.

[0043] The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings, and the invention may be practiced otherwise than as specifically described.

Claims

CLAIMS What is claimed is:

1. An engine assembly comprising:

(I) an internal combustion engine comprising an engine block and a crankshaft rotatable with respect to said engine block; and

(II) a starter system comprising,

(A) a starter motor,

(B) a drive pulley rotatably coupled to said starter motor,

(C) a belt coupled to said drive pulley, and (D) a starter disconnect assembly comprising,

(i) a driven pulley coupled to and rotatable by said belt and extending along and disposed about a longitudinal axis, and

(ii) a one-way clutch rotatably coupled to said driven pulley and disposed about said longitudinal axis; wherein said driven pulley is selectively rotatably coupled to said crankshaft by said one-way clutch for rotating said crankshaft and starting said internal combustion engine when said driven pulley is rotatably coupled to said crankshaft.

2. The engine assembly as set forth in claim 1, wherein said driven pulley has a clutch engaging portion disposed about said longitudinal axis and coupled to said one-way clutch, and a belt engaging portion disposed about said longitudinal axis and coupled to said belt, with said clutch engaging portion disposed between said belt engaging portion and said longitudinal axis, with said driven pulley being rotatably coupled to said crankshaft by said one-way clutch when said crankshaft rotates at the same or less angular velocity as said driven pulley about said longitudinal axis, and with said crankshaft rotatably uncoupled from said driven pulley when said crankshaft rotates at a greater angular velocity than said driven pulley about said longitudinal axis.

3. The engine assembly as set forth in any preceding claim, wherein said starter disconnect assembly further comprises a hub rotatably coupled to said crankshaft and said one-way clutch, with said hub being selectively rotatably coupled to said driven pulley by said one-way clutch for rotating said crankshaft and starting said internal combustion engine when said driven pulley is rotatably coupled to said hub.

4. The engine assembly as set forth in claim 3, wherein said hub has an engagement portion extending along said longitudinal axis toward said crankshaft and a damping portion extending along said longitudinal axis away from said crankshaft for damping vibrations of said crankshaft during rotation of said crankshaft.

5. The engine assembly as set forth in claim 4, wherein said driven pulley partially defines a cavity between said clutch engaging portion and said belt engaging portion, with said damping portion of said hub cooperating with said belt engaging portion and said clutch engaging portion to further define said cavity, and with said one-way clutch disposed within said cavity.

6. The engine assembly as set forth in claim 1, wherein said engine block has a back end and a front end opposite said back end with respect to said longitudinal axis, with said starter disconnect assembly disposed at said front end of said engine block.

7. The engine assembly as set forth in claim 1, wherein said starter disconnect assembly further comprises a bearing disposed about said longitudinal axis and coupled to said driven pulley for rotatably supporting said driven pulley as said driven pulley rotates about said longitudinal axis.

8. The engine assembly as set forth in claim 1, wherein said starter disconnect assembly further comprises a mounting bracket coupled to said engine block and partially enclosing said driven pulley and said hub for mounting said starter disconnect assembly to said engine block.

9. The engine assembly as set forth in claim 1, wherein said starter motor has an output power between 1KW and 8KW.

10. A starter system for starting an internal combustion engine of an engine assembly of a vehicle, with the internal combustion engine including an engine block and a crankshaft rotatable with respect to the engine block, said starter system comprising: a starter motor;

a drive pulley rotatably coupled to said starter motor;

a belt coupled to said drive pulley; and

a starter disconnect assembly comprising, a driven pulley coupled to and rotatable by said belt and extending along and disposed about a longitudinal axis, and a one-way clutch rotatably coupled to said driven pulley and disposed about said longitudinal axis; wherein said driven pulley is adapted to be selectively rotatably coupled to the crankshaft by said one-way clutch for rotating the crankshaft and starting the internal combustion engine.

11. The starter system as set forth in claim 10, wherein said driven pulley has a clutch engaging portion disposed about said longitudinal axis and coupled to said one-way clutch, and a belt engaging portion disposed about said longitudinal axis and coupled to said belt, with said clutch engaging portion disposed between said belt engaging portion and said longitudinal axis, with said driven pulley adapted to be rotatably coupled to the crankshaft by said one-way clutch when the crankshaft rotates at the same or less angular velocity as said driven pulley about said longitudinal axis, and with said driven pulley adapted to be rotatably uncoupled from the crankshaft when the crankshaft rotates at a greater angular velocity than said driven pulley about said longitudinal axis.

12. The starter system as set forth in any one of claims 10 and 11, wherein said starter disconnect assembly further comprises a hub adapted to be rotatably coupled to the crankshaft and said one-way clutch, with said hub being selectively rotatably coupled to said driven pulley by said one-way clutch for rotating the crankshaft and starting the internal combustion engine when said driven pulley is rotatably coupled to said hub.

13. The starter system as set forth in claim 12, wherein said hub has an engagement portion extending along said longitudinal axis and a damping portion extending along said longitudinal axis opposite said engagement portion for damping vibrations of the crankshaft during rotation of the crankshaft.

14. The starter system as set forth in claim 13, wherein said driven pulley partially defines a cavity between said clutch engaging portion and said belt engaging portion, with said damping portion of said engagement damper cooperating with said belt engaging portion and said clutch engaging portion to further define said cavity, and with said one-way clutch disposed within said cavity.

15. The starter system as set forth in claim 10, wherein said starter disconnect assembly further comprises a bearing disposed about said longitudinal axis and coupled to said driven pulley for rotatably supporting said driven pulley as said driven pulley rotates about said longitudinal axis.

16. The starter system as set forth in claim 10, wherein said starter disconnect assembly further comprises a mounting bracket adapted to be coupled to the engine block and partially enclosing said driven pulley for mounting said starter disconnect assembly to the engine block.

17. A starter disconnect assembly for use in a starter system of an engine assembly of a vehicle, with the engine assembly including the starter system and an internal combustion engine including an engine block and a crankshaft rotatable with respect to the engine block, and with the starter system including a starter motor, a drive pulley rotatably coupled to the starter motor, and a belt coupled to the drive pulley, said starter disconnect assembly comprising: a driven pulley adapted to be coupled to and rotatable by the belt and extending along and disposed about a longitudinal axis; and a one-way clutch rotatably coupled to said driven pulley and disposed about said longitudinal axis; wherein said driven pulley is adapted to be selectively rotatably coupled to the crankshaft by said one-way clutch for rotating the crankshaft and starting the internal combustion engine.

18. The starter disconnect assembly as set forth in claim 17, wherein said driven pulley has a clutch engaging portion disposed about said longitudinal axis and coupled to said one-way clutch, and a belt engaging portion disposed about said longitudinal axis and adapted to be coupled to the belt, with said clutch engaging portion disposed between said belt engaging portion and said longitudinal axis, with said driven pulley adapted to be rotatably coupled to the crankshaft by said one-way clutch when the crankshaft rotates at the same or less angular velocity as said driven pulley about said longitudinal axis, and with said driven pulley adapted to be rotatably uncoupled from the crankshaft when the crankshaft rotates at a greater angular velocity than said driven pulley about said longitudinal axis

19. The starter disconnect assembly as set forth in any one of claims 17 and 18, further comprising a hub adapted to be rotatably coupled to the crankshaft and said one-way clutch, with said hub being selectively rotatably coupled to said driven pulley for rotating the crankshaft and starting the internal combustion engine when said driven pulley is rotatably coupled to said hub.

20. The starter disconnect assembly as set forth in claim 19, wherein said hub has an engagement portion extending along said longitudinal axis and a damping portion extending along said longitudinal axis opposite said engagement portion for damping vibrations of the crankshaft during rotation of the crankshaft.

21. The starter disconnect assembly as set forth in claim 20, wherein said driven pulley partially defines a cavity between said clutch engaging portion and said belt engaging portion, with said damping portion of said hub cooperating with said belt engaging portion and said clutch engaging portion to further define said cavity, and with said one-way clutch disposed within said cavity.

22. The starter disconnect assembly as set forth in claim 17, further comprising a bearing disposed about said longitudinal axis and coupled to said driven pulley for rotatably supporting said driven pulley as said driven pulley rotates about said longitudinal axis.

23. The starter disconnect assembly as set forth in claim 17, further comprising a mounting bracket adapted to be coupled to the engine block and partially enclosing said driven pulley for mounting said starter disconnect assembly to the engine block.

24. A vehicle comprising: a transmission, and any one of said starter disconnect assembly of claim 17, said starter system of claim 10, and said engine assembly of claim 1.