CN106050980B - Drive train with safety clutch - Google Patents
Drive train with safety clutch Download PDFInfo
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- CN106050980B CN106050980B CN201610213159.0A CN201610213159A CN106050980B CN 106050980 B CN106050980 B CN 106050980B CN 201610213159 A CN201610213159 A CN 201610213159A CN 106050980 B CN106050980 B CN 106050980B
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- drive
- clutch
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- safety clutch
- machine
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D9/00—Couplings with safety member for disconnecting, e.g. breaking or melting member
- F16D9/06—Couplings with safety member for disconnecting, e.g. breaking or melting member by breaking due to shear stress
- F16D9/08—Couplings with safety member for disconnecting, e.g. breaking or melting member by breaking due to shear stress over a single area encircling the axis of rotation, e.g. shear necks on shafts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/43—Engines
- B60Y2400/431—Gas turbine engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5104—Preventing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5108—Failure diagnosis
- F16D2500/5112—Using signals from redundant sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70424—Outputting a clutch engaged-disengaged signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
- F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
Abstract
The invention relates to a drive train with a safety clutch, wherein the drive arrangement comprises a drive machine (3), a first working machine (1) which can be driven by the drive machine (3) via a first drive train, and a second working machine (2) which can be driven by the drive machine (3) via a second drive train, wherein a safety clutch (5) is provided in the second drive train, which is designed such that the safety clutch mechanically interrupts the second drive train when a specific limit value for the torque is exceeded, wherein the drive device has a further clutch (4) in the second drive train between the drive machine (3) and the safety clutch (5), and between the further clutch (4) and the safety clutch (5) there is a transmission (6) having an auxiliary drive (7) associated therewith. The invention also relates to a method for operating a drive device.
Description
Technical Field
The invention relates to a drive device comprising a drive machine, a first working machine and a second working machine, the first working machine being drivable by the drive machine via a first drive train and the second working machine being drivable by the drive machine via a second drive train, wherein a safety clutch is provided in the second drive train, which is designed to interrupt the second drive train mechanically when a specific limit value for the torque is exceeded. The invention further relates to a method for operating such a drive device. Drive apparatuses for driving two working machines via two drive trains are known in advance. A drive device with a plurality of drive trains and with a safety clutch and details for implementing the safety clutch are known, for example, from WO 98/15750.
Background
The safety clutch is designed such that it opens and mechanically disconnects the drive train in the event of an overload, i.e. if a limit value for the torque is exceeded, so that the following working machine can be braked, stopped or stopped first independently of the drive machine. However, the safety clutch is not designed in such a way that it can be operated for a longer time with a large speed difference between the input shaft and the output shaft. That is, after a certain time, for example after a few minutes, the drive machine should also be stopped in order to avoid the safety clutch being hot-running and damaged. In a drive system with several drive trains and with a safety clutch, at least in the drive train, a situation is now obtained in which, in the event of the safety clutch being triggered, the drive machine must be stopped after a certain time and therefore the further work machine must also be stopped. This is no problem in the case of smaller drive machines which can be stopped quickly and can be started again, for example in the case of machine tools. The same is true when the safety clutch is only provided for eliminating very rare fault situations. However, this is a problem which has not yet been solved in drive devices which have very large drive machines and can deliver high powers. On the one hand, it may last a long time before the work machine is stopped and restarted, and on the other hand, disadvantageously, the full power of the work machine is not available as soon as a safety clutch is triggered in the drive train or a fault situation exists.
Disclosure of Invention
The object of the present invention is now to improve a drive unit which, when a safety clutch has been activated in a drive train, can prevent the drive machine and therefore the other drive trains from stalling, and to improve a method for the safe operation of such a drive unit. The improved solution should also be suitable here for high drive powers of significantly more than 1MW, in particular more than 10 MW.
This object is achieved according to the invention by a drive device comprising a drive machine, a first working machine which can be driven by the drive machine via a first drive train, and a second working machine which can be driven by the drive machine via a second drive train, wherein a safety clutch is provided in the second drive train, which safety clutch is designed such that it mechanically interrupts the second drive train when a specific limit value for the torque is exceeded. The drive device is characterized in that, in the second drive train, a further clutch is present between the drive machine and the safety clutch, and a transmission with an auxiliary drive is present between the further clutch and the safety clutch. By means of the additional clutch, the second work machine can also be stopped and mechanically disengaged for a longer time, i.e. for example several hours, after the safety clutch in the second drive train has been activated, without the safety clutch having to be operated thermally or the drive machine having to be shut down for this purpose. It is particularly advantageous that the drive machine does not have to be shut down before this, even for restarting the second drive train. The second drive train and the second work machine can be accelerated to a speed on the input side of the further clutch via the auxiliary drive and the transmission present. If this speed is reached, the further clutch can be closed again. Thus, the first work machine can be operated continuously without damage even when the second work machine is switched off and on again during this period. This offers significant advantages in applications, in particular in the case of large drives with high power to be transmitted. The run time of the first drive train, which may be the primary drive train, for example, is therefore not dependent on the second drive train, which may be the secondary drive train, for example, having to be shut down frequently. At fluctuating power demands of the first work machine, it is now possible for the drive power of the drive machine to remain largely constant and for the surplus drive power to be used via the second work machine, without the reliability of the second work machine impairing the applicability of the first work machine. Constant or at least slightly fluctuating operation of the drive machine is more efficient than constantly changing part-load operation. Especially in the case of large drive machines, efficiency is very important for economical operation. The safety clutch and the further clutch are preferably designed such that they are suitable for at least 100kW, particularly preferably at least 1MW, of transmitted power.
Of course, the solution according to the invention also relates to a drive apparatus which has a further drive train in addition to the two mentioned drive trains. Furthermore, a safety clutch, another clutch, a transmission or another intermediate component may also be present in the first drive train. And additional clutches or additional components may also be present in the second drive train.
Further advantageous features according to embodiments of the invention improve the reliability and applicability as well as the utilization of the drive device.
In order to be able to achieve an automatic shutdown of the second drive train, it is advantageous if the drive device comprises a control device which is designed to generate a signal which causes the further clutch to open when the safety clutch is triggered. The control device has in particular at least one control unit, one or more signal lines and one or more control lines. The control line may preferably be an electrical or hydraulic control line. The control line can in particular lead to the further clutch and be implemented accordingly in order to open it remotely.
In a further preferred embodiment, the further clutch is designed as a self-shifting synchronizer clutch. The self-shifting synchronizer clutch is designed to open when the rotational speeds on the input side and the output side are no longer equal, or when the difference between these rotational speeds exceeds a certain limit value. Once the synchronous operation of the input side and the output side is again achieved, the self-shifting synchronizer clutch is automatically shifted and reengaged. Self-shifting synchronizer clutches are also referred to as repeating clutches. An example for such a self-shifting synchronous clutch is the SSS clutch of the Firma SSSGears Ltd. They can be used in such a way that they are also suitable for delivering power in the MW range.
It is additionally advantageous if the self-shifting synchronizer clutch is designed such that it can be held in the open state. For example, it can be predefined by the control unit that the self-shifting synchronizer clutch is not engaged. It can be expected that the secondary drive train after the additional clutch should remain out of operation, or that it should be operated in a test run, for example, with an auxiliary drive.
In combination with a self-shifting synchronizer clutch, the device preferably comprises a control device which is designed to generate a signal when the safety clutch is activated, which signal causes the auxiliary drive to be accelerated, so that the self-shifting synchronizer clutch is opened. This ensures a very simple and thus reliable control.
Furthermore, one or more sensors can be provided which can determine the difference in rotational speed between the input and the output at the safety clutch. The signal of one or more sensors can be used as a signal for displaying the triggering of the safety clutch. Additionally, the signal of one or more sensors may also be used to trigger the safety clutch when the difference exceeds a certain value. If the safety clutch is designed to be able to transmit a specific torque to the maximum and, in addition, a slip occurs, the rotational speed difference indicates that the limit value for the torque is at least slightly exceeded.
Preferably, one or more sensors can be provided which can determine the triggering of the safety clutch. Such a sensor may be, for example, a pressure sensor, which monitors the pressure level in the pressurized oil of the safety clutch. Or such a sensor may be a temperature sensor that recognizes slippage based on frictional heat. Optical or inductive sensors may also be used. The sensor is in particular part of the control device or is connected to the control device, so that the signal of the sensor is processed or forwarded in the control device in such a way that triggering of a further clutch results.
A particularly advantageous embodiment of a safety clutch used in the device has a sleeve which can be deformed radially by means of oil pressure so that the sleeve presses onto a mating surface, thereby closing the clutch and enabling torque transmission via the clutch. Particularly suitable is the so-called safety clutch (SafeSet-Kupplung).
When the safety clutch is embodied such that the limit values for the torque can be adjusted to different values, greater flexibility is provided in use. For example, when a safety clutch is used which generates a force-locking (Kraftschluss) for closing the clutch via the oil pressure, the limit values can be changed by different high oil pressures.
It is particularly advantageous if the solution according to the invention functions in a drive apparatus in which the drive machine is a turbine, in particular a steam turbine or a gas turbine. The turbine cannot be stopped and restarted as easily. Here, a continuous operation over a long period of time is required. In particular when using a gas turbine, the auxiliary motor and the drive can be designed in such a way that the gas turbine can be started via the auxiliary motor.
In particular, it can be advantageously used that the first working machine is a pump or a supercharger. Such pumping stations or compressor stations need to be as uninterrupted as possible. At the same time, however, it is desirable to be able to utilize the excess drive power in the second drive train in the event of different requirements with regard to the pump or booster power.
In a particularly preferred solution, the second work machine is an electrical generator for generating electrical current. The generator must be able to be switched off via a safety clutch, for example, in the event of a sudden grid fault, in order to protect the drive machine from unnecessary loads. In this case, it may take a longer time until the generator can be switched on again. Thereby causing the safety clutch to run hot. In particular, in the case of a turbine as drive machine, the first drive machine is operated via the main drive train. In order to be able to utilize the excess drive energy without the first drive machine requiring the full power of the turbine, a second drive train is provided which drives a generator for generating electric current. The secondary drive train makes it possible to operate the turbine with good efficiency in the operating window. However, the secondary drive train should not cause the main drive train to be damaged by the switching off of the secondary drive train. This is ensured by the solution according to the invention.
The object of the invention is achieved in terms of a method in the following manner: the drive device according to the invention is operated in such a way that, when the safety clutch is activated, a signal is generated which results in the further clutch being opened and not only the safety clutch being closed again before the further clutch is engaged again, but also the second drive train after the further clutch is accelerated by the auxiliary drive to a speed before the further clutch.
The aforementioned features of the drive device according to the invention may also be advantageous for implementing the method according to the invention.
In this case, the further clutch is particularly preferably a self-shifting synchronizer clutch. The signal when the safety clutch is activated results in the auxiliary drive being accelerated and a rotational speed difference being produced at the synchronizer clutch, which causes the synchronizer clutch to open. The safety clutch is closed for engaging the self-shifting synchronizer clutch, and the auxiliary drive accelerates the second drive train downstream of the synchronizer clutch to the same speed upstream of the synchronizer clutch, so that the synchronizer clutch is automatically engaged again when the rotational speeds are synchronized.
Drawings
Further advantageous aspects of the invention are explained with reference to the figures in connection with the embodiments. The features mentioned can advantageously be realized not only in the combinations shown, but also in individual combinations with one another. Wherein:
fig. 1 shows an embodiment of the drive device according to the invention.
Detailed Description
Fig. 1 is described in more detail below. The drive machine 3 drives the first working machine 1 via a first drive train. At the same time, the second working machine 2 is driven by the drive machine 3 via the second drive train. The branches in the first and second drive trains can be realized, for example, via a transfer gear, not shown. In the second drive train, a transmission 6 is present between the drive machine 3 and the work machine 2. An auxiliary drive 7 is associated with the transmission 6, so that power can be introduced into the second drive train via the transmission 6. A safety clutch 5 is arranged between the transmission 6 and the work machine 2. A further clutch 4 is inserted between the drive machine 3 and the transmission 6. The safety clutch 5 is triggered when the torque exceeds a specific limit value. Thereby protecting the drive device from overload. By means of the further clutch 4, the second drive train and thus the second part 20 after the further clutch 4 can be mechanically decoupled, so that the second drive train can also be shut down for a longer time, while the first drive train and thus the first part 10 of the drive device continue to operate.
For the control there is a control device, which comprises a control unit 8. Furthermore, there are signal lines from the safety clutch 5 to the control unit 8 and control lines from the control unit 8 to the further clutch 4 and to the auxiliary motor 7. The signal and control lines are shown for exemplary purposes only. There may be fewer or more signal and control lines. When the safety clutch is triggered, it is reported to the control unit via the signal line by the safety clutch 5. The control unit can then actuate the further clutch 4, so that it opens. For the restart, the control unit 8 commands the auxiliary drive 7 to accelerate the second drive train. If a synchronous speed is reached at the further clutch 4, it can be closed again. The synchronous rotational speed can be measured, for example, via a sensor and transmitted to the control unit.
However, a self-shifting synchronizer clutch may also be used as the additional clutch 4, which is automatically engaged when the rotational speeds are synchronized. Such a clutch also has advantages when disengaged. Instead of actuating the clutch 4 to effect opening, the auxiliary drive 7 is commanded to accelerate. As a result, a rotational speed difference is generated in the self-switching synchronizer clutch, and the rotational speed difference opens the self-switching synchronizer clutch. For this embodiment, a control line to the auxiliary drive 7 is sufficient without remote operation of the further clutch 4. If necessary, additional securing of the further clutch 4 in the open state can be provided in order to be able to achieve a safe stop of the second part 20.
In a particularly preferred variant, the drive machine 3 is a turbine, which in particular has a power of more than 1 MW. Which drives a supercharger or compressor, denoted as first work machine 1. In order to operate the turbine in a range with the best efficiency as much as possible even when the supercharger or the compressor does not need the full power, a generator is also provided as the second working machine 2, via which the electric current is generated with the surplus power. But the necessity to stop the generator may occur especially when difficulties arise in incorporating into the grid. For this purpose, a safety clutch 5 is present. Now, in order not to have to shut down the turbine, there is a further clutch 4, which is able to stop the second part 20. The method of triggering the safety clutch proceeds as described above. The booster or compressor may continue to operate. And the generator can be started again and coupled without having to stop the turbine for this purpose. In particular when using a gas turbine, it can additionally be advantageous if the auxiliary motor 7, the second drive train and the control unit are designed such that the gas turbine can be started via them.
List of reference numerals
1 first working machine, in particular pump or supercharger
2 second work machine, in particular generator
3 drive machine, especially turbine
4 additional clutches
5 safety clutch
6 driving device
7 auxiliary driving device
8 control unit
10 first part
20 second part
Claims (19)
1. Drive arrangement comprising a drive machine (3), a first working machine (1) which can be driven by the drive machine (3) via a first drive train, and a second working machine (2) which can be driven by the drive machine (3) via a second drive train, wherein a safety clutch (5) is provided in the second drive train, which safety clutch is embodied such that it mechanically interrupts the second drive train when a specific limit value for the torque is exceeded,
it is characterized in that the preparation method is characterized in that,
the drive device has a further clutch (4) in the second drive train between the drive machine (3) and the safety clutch (5), and a transmission (6) having an auxiliary drive (7) associated therewith between the further clutch (4) and the safety clutch (5).
2. The drive apparatus according to claim 1,
it is characterized in that the preparation method is characterized in that,
the drive device comprises a control device which is designed to generate a signal which causes the further clutch (4) to open when the safety clutch (5) is triggered.
3. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the further clutch (4) is designed as a self-shifting synchronizer clutch.
4. The drive apparatus according to claim 3,
it is characterized in that the preparation method is characterized in that,
the self-shifting synchronizer clutch can be maintained in an open state.
5. The drive apparatus according to claim 3,
it is characterized in that the preparation method is characterized in that,
the drive device comprises a control device which is designed to generate a signal when the safety clutch is activated, said signal causing the auxiliary drive to be accelerated, so that the self-shifting synchronizer clutch is opened.
6. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
one or more sensors are present which can determine the difference in rotational speed between the input and the output of the safety clutch (5).
7. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
one or more sensors are present which can determine the triggering of the safety clutch (5).
8. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the safety clutch (5) is designed to adjust the limit value for the torque to different values.
9. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the safety clutch (5) has a sleeve which can be deformed radially by means of oil pressure in such a way that the sleeve presses against a mating surface, whereby the safety clutch (5) is closed and torque transmission can be achieved via the safety clutch (5).
10. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the drive machine (3) is a turbine.
11. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the first work machine (1) is a pump or a supercharger.
12. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the second work machine (2) is an electrical generator for generating electrical current.
13. The drive apparatus according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the drive machine (3) is a steam turbine or a gas turbine.
14. The drive apparatus according to claim 3,
it is characterized in that the preparation method is characterized in that,
the drive machine (3) is a turbine, the first work machine (1) is a pump or a supercharger, and the second work machine (2) is a generator for generating electric current.
15. The drive apparatus according to claim 14,
it is characterized in that the preparation method is characterized in that,
the drive machine (3) is a steam turbine or a gas turbine.
16. The drive apparatus according to claim 14,
it is characterized in that the preparation method is characterized in that,
the safety clutch (5) has a sleeve which can be deformed radially by means of oil pressure in such a way that the sleeve presses against a mating surface, whereby the safety clutch (5) is closed and torque transmission can be achieved via the safety clutch (5).
17. The drive apparatus according to claim 5,
it is characterized in that the preparation method is characterized in that,
the safety clutch (5) is designed to adjust the limit value for the torque to different values.
18. Method for operating a drive apparatus according to one of claims 1 to 17,
it is characterized in that the preparation method is characterized in that,
when the safety clutch (5) is activated, a signal is generated which causes the further clutch (4) to open and not only closes the safety clutch (5) again before the further clutch (4) is engaged again, but also the second drive train after the further clutch (4) is accelerated by the auxiliary drive (7) to a speed before the further clutch.
19. The method of claim 18, wherein the first and second portions are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
the further clutch (4) is a self-shifting synchronizer clutch, the signal, when the safety clutch (5) is activated, causes the auxiliary drive (7) to accelerate and a rotational speed difference to occur across the synchronizer clutch, the rotational speed difference causing the synchronizer clutch to open and the safety clutch (5) to close for engaging the self-shifting synchronizer clutch, and the auxiliary drive (7) brings a second drive train downstream of the synchronizer clutch to the same speed upstream of the synchronizer clutch, so that the synchronizer clutch is automatically engaged again when the rotational speeds are synchronized.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015206315 | 2015-04-09 | ||
| DE102015206315.1 | 2015-04-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106050980A CN106050980A (en) | 2016-10-26 |
| CN106050980B true CN106050980B (en) | 2020-03-10 |
Family
ID=56986528
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201620284680.9U Withdrawn - After Issue CN205689638U (en) | 2015-04-09 | 2016-04-07 | Driving equipment |
| CN201610213159.0A Active CN106050980B (en) | 2015-04-09 | 2016-04-07 | Drive train with safety clutch |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201620284680.9U Withdrawn - After Issue CN205689638U (en) | 2015-04-09 | 2016-04-07 | Driving equipment |
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| Country | Link |
|---|---|
| CN (2) | CN205689638U (en) |
| DE (1) | DE102016204588A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016204588A1 (en) * | 2015-04-09 | 2016-10-13 | Voith Patent Gmbh | Powertrain with safety clutch |
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| CN103118888A (en) * | 2010-09-22 | 2013-05-22 | 沃依特专利有限责任公司 | Drive device |
| DE102012205635A1 (en) * | 2012-04-05 | 2013-10-10 | Zf Friedrichshafen Ag | Method for operating hybrid vehicle, involves moving starting element to clutch, when starting element is not operated in slipping mode by thermal overload, so that slip at starting element is reduced and slip of clutch is established |
| CN103538474A (en) * | 2012-07-14 | 2014-01-29 | 威伯科有限公司 | Motor vehicle with auxiliary units driven by an electric motor |
| CN104302403A (en) * | 2012-04-25 | 2015-01-21 | 德世原动力技术有限两合公司 | Driving device and work machine device |
| CN205689638U (en) * | 2015-04-09 | 2016-11-16 | 福伊特专利有限公司 | Driving equipment |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998015750A1 (en) | 1996-10-08 | 1998-04-16 | Voith Turbo Gmbh & Co. Kg | Drive system for the transmission of power from a drive source to a plurality of output trains |
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2016
- 2016-03-21 DE DE102016204588.1A patent/DE102016204588A1/en active Pending
- 2016-04-07 CN CN201620284680.9U patent/CN205689638U/en not_active Withdrawn - After Issue
- 2016-04-07 CN CN201610213159.0A patent/CN106050980B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103118888A (en) * | 2010-09-22 | 2013-05-22 | 沃依特专利有限责任公司 | Drive device |
| DE102012205635A1 (en) * | 2012-04-05 | 2013-10-10 | Zf Friedrichshafen Ag | Method for operating hybrid vehicle, involves moving starting element to clutch, when starting element is not operated in slipping mode by thermal overload, so that slip at starting element is reduced and slip of clutch is established |
| CN104302403A (en) * | 2012-04-25 | 2015-01-21 | 德世原动力技术有限两合公司 | Driving device and work machine device |
| CN103538474A (en) * | 2012-07-14 | 2014-01-29 | 威伯科有限公司 | Motor vehicle with auxiliary units driven by an electric motor |
| CN205689638U (en) * | 2015-04-09 | 2016-11-16 | 福伊特专利有限公司 | Driving equipment |
Also Published As
| Publication number | Publication date |
|---|---|
| CN106050980A (en) | 2016-10-26 |
| CN205689638U (en) | 2016-11-16 |
| DE102016204588A1 (en) | 2016-10-13 |
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