CN1079058C - 动力车的传动机构系统及其运行方法 - Google Patents

动力车的传动机构系统及其运行方法 Download PDF

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CN1079058C
CN1079058C CN96197544A CN96197544A CN1079058C CN 1079058 C CN1079058 C CN 1079058C CN 96197544 A CN96197544 A CN 96197544A CN 96197544 A CN96197544 A CN 96197544A CN 1079058 C CN1079058 C CN 1079058C
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motor
pump
fluid
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fluid motor
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CN1199368A (zh
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查尔斯L·小格雷
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/472—Automatic regulation in accordance with output requirements for achieving a target output torque
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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    • B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F16H—GEARING
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    • F16H—GEARING
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    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/44—Control of exclusively fluid gearing hydrostatic with more than one pump or motor in operation
    • F16H61/448—Control circuits for tandem pumps or motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L2200/26—Rail vehicles
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/18—Four-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W2510/1075—Change speed gearings fluid pressure, e.g. oil pressure
    • B60W2510/1085—Change speed gearings fluid pressure, e.g. oil pressure pressure of working fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
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    • F16H2059/6861—Sensing gearing status of hydrostatic transmissions the pressures, e.g. high, low or differential pressures
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    • 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
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

一种用于具有前轮与后轮(5)的动力车的传动机构系统及运行方法，该系统包括一流体马达(4)以及一互连在一连续回路中的泵(2)，该回路具有一将马达的输入口连接至泵的输出口的第一管道(3)，以及一将泵的输入口连接至马达的输出口的第二管道。一气体/流体蓄能器(6)与第一管道流体相通，并且一低压槽(7)与第二管道流体相通。采用一发动机(1)来驱动泵。该系统还包括传感器(30，28，33)，这些传感器用于检测蓄能器内的压力、由司机所要求的动力车的功率要求以及可供选用的动力车速度。一马达控制器(22)根据所感应的功率要求来控制流体马达的排量，一泵控制器(20)根据所测的压力信号来控制泵的排量。

Description

动力车的传动机构系统及其运行方法
                      发明的背景
发明的领域
本发明的领域为可提供增加燃料能量利用率的动力车传动装置。
现有技术
动力车所用的传统传动装置要通过两个装置将转矩从发动机传递至车轮，(1)主要的转矩传递是“传送”，即，根据司机需要加大功率的要求，给发动机增加燃料的流量，发动机的转矩增加了，并且该增加的转矩被“传送”至车轮(参见模式1，即一种常用发动机的转矩图-图1所示的线“X”)；(2)当司机所需加大功率的要求超出发动机在其初始速度下所能提供的功率时，司机必须将传动装置换至低档(手动或者通过触发(triggering)“自动”传动装置中的换档杆)，以便增加发动机的转速(参见模式2--例如图1所示的线“Y”)。由于在给定的动力车速度下提供给车轮的功率与发动机转矩和发动机转速的乘积成正比，所以通过增加发动机转矩(在给定发动机转速时的燃料流量)和/或增加发动机转速就可以增加提供给车轮的功率。但是这种传动装置存在着两个根本性的缺点：(1)发动机通常以模式1工作，因此它以平均效率来提供转矩，这远远低于最佳效率(例如，图1中的点A表示平均值，同时点B表示那个速度上的最佳效率)；(2)当需要换档时，在向车轮提供转矩的过程中会出现一干扰，该干扰表现为“跳动(jerk)”。自动传动装置通过一转矩转换器来平滑这种“跳动”现象；然而，其结果效率更低。
人们已经做了很多的工作以便替换传统的传动装置及克服其固有的缺点。这些工作主要集中在连续可变传动装置(CTV)上。理想的是在具有CVT装置的情况下，发动机将沿着线“Z”工作，即工作在图1所示的最佳效率线上。CVT设计包括机械设计(例如可变传动比滑轮(pulley))、电气设计(一通过发动机“带动”一连接着车轮的电动机来驱动的发电机--现代火车机车则采用这种设计)以及液压设计，这种液压运作方案酷似电气设计方案。这些设计虽然对之作了些改善，但是仍然依赖模式1(图1所示的线“X”--在给定速度上增加燃料流量，或者更通常是在速度变化时，增加每一个燃烧冲程中的燃料流量)来作为通过增加发动机转速增加提供给车轮功率的方式。然而，沿着图1中的线“Z”所表示的最佳转矩特性曲线来工作，几乎未留下用于迅速地增加发动机转速(即，克服增加的摩擦力，使发动机的旋转负载加速)的该最佳值之上的剩余转矩，以便快速响应司机给车轮加大功率的要求。迅速的功率响应是表征司机/客户的看法的动力车关键性能。
近来存在着两个被认为可以改善CVT响应的选择方案。第一方案即最初就减小提供给车轮的有效转矩，并将此转矩用于使发动机加速至所需的增加的速度。然而，  该第一方案在经济上是不能接受的，这是由于它不仅会造成迟钝(hesitation)，而且会引起车轮功率的损失，这与司机要加大功率的要求是相反的。第二方案从最佳值向下降低标准工作特性曲线，以使模式1的功能可得到更大的转矩(参见图1中的线“W”)，因而造成进一步的效率折衷(trade-off)，而仍然不能实现可完全利用模式1和模式2的传统传动装置的功率响应。
                        发明概述
因此，本发明的一个目的在于，提供第三方案，即不仅完全解决传统的CVT设计中的功率响应的限制问题，而且还不必为增加发动机所需的转速而增大发动机转矩(模式1)，也不伴随引起功率降低。
本发明的另一个目的在于，提供一种用于动力车的功率装置系统，该装置系统可减少NOx、CO2的排放量以及来自于动力车的其它污染物。
本发明的再一个目的在于，提供一种连续可变的传动装置，该传动装置：(1)可以根据司机的要求连续、平滑并迅速地加大提供给车轮的功率；以及(2)不再需要利用增大发动机转矩(以及由此要增加每个发动机燃烧周期的燃料消耗量)来增加发动机的转速，这个所需增加的发动机转速可以满足车轮所需的、新的增大的功率量级。
本发明的又一个目的在于，当本发明用于使发动机保持在或接近于其最佳效率特性工作时，满足上述目的。
本发明还有一个目的在于，当本发明仍旧根据司机的指令给车轮增大功率时，可通过最初就减小由发动机供给车轮的功率来提供上述功能。
本发明还有一个目的在于，采用多个驱动马达并复合(hybrid)应用，多个原动机(泵)，以便使传动机构系统的效率最高化。
为了实现上述目的，本发明提供一种用于一具有前轮与后轮的动力车的传动机构系统，其特点在于，该传动机构系统具有至少一个流体马达和一个互连在一流体回路中的泵，该流体回路具有一将泵的输出口连接至流体马达的输入口的管道，以及一将流体马达的输出口连接至泵的输入口的第二管道。一个小于传统发动机的发动机，该发动机的尺寸大小按照动力车上的平均转矩要求来确定，用于驱动一泵。一流体蓄能器，该蓄能器含有加压的气体以及大量的回路液压流体，它与第一管道相通，一液槽与第二管道流体相通。一压力检测器，该检测器用于检测蓄能器内的液体压力，并产生表示所测压力的压力信号。一传感器感应功率要求，该传感器检测表示司机所需的动力车功率要求的加速器踏板的位置或者节流阀的位置。一马达控制器根据所感应的功率要求控制流体马达的排量，一泵控制器根据压力信号控制泵的排量。
一电子控制单元(ECU)接收代表动力车速度、蓄能器压力以及司机的功率要求的信号，并向泵控制器以及马达控制器输出控制信号，以便给出其排量。在采用若干个流体马达的实施例中，ECU还具有一个功能，即选用一个流体马达的排量，或者选用最适合所测的动力车功率要求的不同的马达的不同排量的组合。
                         附图的简要说明
图1是常用发动机的最大转矩与转速的比率关系曲线图，图中具有表示燃料效能百分率的曲线；
图2是本发明第一实施例的传动机构系统的示意框图；
图3是本发明传动机构系统的第二实施例的示意框图；
图4是常用的泵或者马达的斜转(swash)角度与操作压力的关系曲线图，可将这种泵或者马达用作为本发明传动机构系统的一个构件，图中具有表示效能百分率的曲线；
图5是本发明传动机构系统的第三实施例的示意框图；
图6是本发明传动机构系统的第四实施例的示意框图；
图7是本发明传动机构系统的第五实施例的示意框图；
图8是本发明传动机构系统的第六实施例的示意框图；
图9是本发明电子控制单元的示意框图，图中示出了输入信号和输出信号。
                      较佳实施例的说明
图2所示为第一较佳实施例，其中一液压CVT与一蓄能器相结合，以便提供一液压连续平滑传动装置(下文称作为“CST”)。一发动机1将功率输送给液压泵2，接着，液压泵将加压的液压流体通过管线3输送至液压马达4。液压马达4将液压功率转换成转矩，以便将该转矩提供给车轮5。一蓄能器6也与管线3相连，并用作为将加压的液压流体输送至液压马达4的补充来源。该蓄能器6含有大量的气体，并且当将液压流体被泵送至蓄能器6时，气体压力增加，并储存能量。当需要使用该储存的能量时，液压流体流出蓄能器6，并将功率提供给液压马达4。由于液压流体可以一很高的流速从蓄能器6内流出，因此蓄能器的尺寸只能用于储存少量的能量，并可在很短的时期内提供该能量。因此，该系统可看作是一种高功率装置。当蓄能器6进流时，一低压液压流体槽7提供流体，而当蓄能器6向液压马达提供功率时，该低压液压流体槽7储存流体。
再参阅图1，倘若动力车的发动机运行在C点，并且司机发出一条指令给车轮以相应于D点的功率，即，踩下加速器踏板26(图2所示)，通过马达控制器22增大液压马达4的排量，以增大输送至车轮的功率，直至达到与图1中的D点相对应的量级。只有在发动机1(图2所示)的速度增加后(先前已描述过的问题)，它才可快速提供与增大的马达排量相应的急剧增加的液流，因此，在发动机转速增加的同时，蓄能器6提供增加的液压流。于是，在保持发动机最佳运行特性时，即，当发动机连续运行在峰值效率时，CST几乎瞬即响应司机给车轮的功率要求。蓄能器6可以是小型的，只需大到当发动机速度变化时足以“灌满”液压流即可(通常小于五加仑，或许多数应用为接近于一或两加仑)。
在这个较佳实施例中，蓄能器6内的压力由一压力传感器30监控。该压力传感器30和加速器踏板的位置传感器28(或者一节流阀位置传感器)将信号传送至一ECU32(参阅图9)，该ECU32依次发出控制泵控制器20、马达控制器22以及燃料供给24的输出信号。于是，由传感器28所测的踏板位置的变化与由压力传感器30所测的蓄能器6的压力相关联，用以确定为泵2设置的新的排量，并从ECU32向控制器22发送一信号，以便将马达4的排量重新设置成该新的值。马达4的排量增加量(当感应到踏板下压加大时)将引起系统压力以及蓄能器6内的下降，此外，ECU32发送一信号至泵控制器20，以便根据压降减小泵2的排量，以使发动机1的转速相应于新的功率要求迅速增加。当发动机1达到相应的转速时，ECU32发送一信号至泵控制器20以增加泵2的排量，满足流体功率要求，并回到系统的设置点压力。
发动机转速的增加可以通过其中一个装置或者结合使用几个装置来实现。发动机通过增加转速可自动调节以便适应系统压力的下降，从而保持基本恒定的转矩输出。然而，增加发动机转速的最经济(cost-effective)的方法或许是通过控制器20来减小泵2的排量。与流过马达4增大液流相关联的系统压力的减小和泵2减小的排量的组合作用可转换出更多的发动机输出功率来加速发动机。发动机1提供给系统的功率直接与泵2的排量和系统压力成正比。一增加发动机转速的类似的经济装置可为一发动机“起动”马达(可以是电动或液压的)，该发动机“起动”马达与减小的系统压力相结合使发动机迅速加速至新的所需的转速。当然，仍然可以采用通过24(模式1)增加燃料的消耗量(每个燃烧冲程中所消耗的燃料量)以增加发动机转速的传统方法，但可不再需要这样了。
减小功率，例如，图1中从D点降至C点，除了一个重要的区别之外，可以与增大功率相类似的方式来处理。当马达4(图2所示)的排量减小时，系统压力加，该压力自然地将发动机的转速“驱动”至所需的新的较低的转速。当然，对于降低功率要求就无需功率响应性能。
在本发明的研究对象中，蓄能器可由一等效的高功率装置来替代，例如，一电力传动装置中的超级电力电容器。
图3所示为本发明的第二较佳实施例，它是图2所示的实施例的一种变形。该第二实施例考虑到转速的极端变化范围以及动力车的车轮上所需功率范围，引入了使用多个液压马达以便最有效地将功率输送至车轮的设想。为了迅速地加速动力车而需要一大型马达时，这种大型马达在较常用的动力车慢慢加速和正常行驶(cruising)模式时将不会高效率地工作。图4表示一动力车运行在相应于例如每小时50英里速度上的常用大型液压马达工作曲线图上的效能百分率。点A相应于快速的过往运行所需的功率量级，而点B相应于常用的正常行驶公路负载情况。显然，为了能够满足与急剧加速相关联的高功率要求，单单一个马达无法以最高效率来满足类似于点B更为常见的最高功率消耗模式。因此，图3所示的变形，使马达排量控制系统可以采集来自于马达4、4’以及4”其中之一的对由加速器踏板的位置传感器28所测的驱动功率要求以及由速度传感器33所测的动力车速度的信号，该马达(或若干个马达)具有的尺寸与排量几乎完全与用于所测的动力车速度以及功率要求的最高效能相对应。马达数目的选择是以效能与成本的折衷分析为基础的。
使用多个马达也就可以采用低成本的车轮直接驱动以及低成本的四轮直接驱动。每个马达可以驱动一个车轮(图6所示)，或者车轮直接驱动，或者将多种驱动结合起来(图5所示)。由此，图5所示实施例包括马达4、4’以及4”，和马达控制器22、22’以及22”，而图6所示实施例包括马达4、4’，4”以及4，和马达控制器22、22’、22”以及22。
图7所示为本发明第四实施例的主要部件。图7表示将CST并入液压复合驱动系统，该系统包括以一种以有效且低成本方式运行的再生制动。液压马达4、4’以及4”可容易地起到泵的作用，它将液压流转换为泵送流体，通过流动控制阀门9将该液流从低压槽7泵送至第二蓄能器8，于是，当制动动力车，并将该液流储存在蓄能器8内以备后面重新使用，例如用于诸如加速之类的高功率要求时，可以重获(recovering)动能。蓄能器8的尺寸是按足以储存全制动为更高的负荷量级所要求的加上储备和减小发动机1的尺寸来确定的。这个实施例中的一种变形即在一单个单元中复合使用两个蓄能器。
图8所示为第五实施例，图中增加了用于拖车拖曳(trailer-towing)方案和/或为了再减小发动机1的体积而加用的第二发动机10以及泵11。较接近的发动机1的尺寸按照动力车的平均功率要求来确定(例如功率为10马力)，它较适用于平均功率要求，而且成本较低。
本发明可使传统的动力车安装一种很小型的发动机(例如，小20-40％)而仍然保持相同的动力车性能(即，加速性能与响应性能)，这是因为：与传统的受限制的齿轮传动装置相关的低得多的平均值相比，该发动机能够一直将由它产生的最大转矩提供给车轮的缘故。
本发明尤其适用于复合动力车(即，具有两个或多个给动力车提供动力的动力源的动力车)。它具有所有的传统动力车应用装置的优点，另外它能使基本动力源的尺寸甚至接近于动力车的平均功率要求(与传统动力车所需的峰值功率要求相比)，在保持大型发动机的性能特征时，获得更大的效率增益(例如功率是20马力而不是120马力)。
本发明通过使发动机迅速增加转速来提供所需的能量，使发动机能以最高效率或接近于最高效率运作甚至可以是一小型发动机就可通过发动机转速的迅速变化在将增大的转矩输送至车轮的过程中毫不迟钝、也不跳动地跟随司机的转矩要求，同时在每个燃烧冲程中不需要增加燃料流量。这个特点还允许使用更简单并因此成本低廉的发动机燃料供料系统，该系统的特点在于提供给每一燃烧冲程以恒定或者接近于恒定的燃料数量。
因此，本发明提供了一种连续可变的传动装置(CVT)，该传动装置的独特之处在于它能给车轮提供大大增加的转矩，而不经受与“减速换档(downshifting)”时发动机转速的突然变化相关联的传统的迟钝和/或跳动，这种迟钝和/或跳动在机械固定齿轮“标准”传动装置和传统的“自动”传动装置中都会出现。
可以在不脱离本发明的精神或者其基本特征的情况下，以其它的特殊形式来实施本发明。所给出的上述实施例，无论从哪方面来看，是用作说明而不是用作限制的，本发明的范围是由附加的权利要求而不是由前述说明来限定的，它还应包括与权利要求等效的含义与范围之中的所有变化。

Claims (7)

1.一种用于一具有前轮与后轮的动力车的传动机构系统，包括：
至少一用于驱动至少其中一个车轮的流体马达，所述流体马达具有一输入口和一输出口；
至少一用于形成液压流以驱动所述流体马达的泵，所述泵具有一通过第一管道装置与所述流体马达的输入口相连的输出口，以及一通过第二管道装置与所述流体马达的输出口相连的输入口；
至少一用于以可变转速驱动所述泵的发动机；
一与所述第一管道装置流体相通的流体蓄能器，所述蓄能器含有位于气体空间内的加压的气体以及大量的液压流体；
至少一与所述第二管道装置流体相通的液槽；
一用于检测所述蓄能器内压力以及产生代表所述检测压力的压力信号的压力检测装置；
用于感应来自于动力车司机加速或减速动力车的功率要求的功率要求感应装置；
一用于根据所感应的功率要求和所述压力信号来控制所述流体马达排量的马达控制器；以及
一泵控制器，所述泵控制器用于根据由所述的压力信号表示的所测的压降来减小所述泵的排量，从而增加所述发动机的转速，并在发动机转速增加至预定值时，用来增加所述泵的排量。
2.如权利要求1所述的传动机构系统，其特征在于，所述流体马达驱动一对车轮，并且所述传动机构系统还包括第二及第三流体马达，所述第二及第三流体马达中的每一个流体马达驱动一个车轮而并非是所述的一对车轮，所述传动机构系统还包括若干个马达控制器，每一马达控制器根据所感应的功率要求控制所述流体马达中的一个流体马达。
3.如权利要求1所述的传动机构系统，其特征在于，还包括第二、第三及第四流体马达，所述流体马达中的每一个马达驱动其中一个车轮，所述传动机构系统还包括若干个马达控制器，所述马达控制器中的每一个控制器根据所感应的功率要求控制所述流体马达中的一个流体马达的排量。
4.如权利要求1所述的传动机构系统，其特征在于，还包括一第二泵和用于驱动所述第二泵的第二发动机，所述第二泵具有一与所述第一管道装置流体相通的输出口，以及一与一第二液槽流体相通的输入口，所述发动机的大小被定为能以高效能来提供动力车所要求的平均功率，并且所述第二发动机基本上大于所述发动机。
5.如权利要求2所述的传动机构系统，其特征在于，所述第二及第三流体马达中的每一个马达具有小于所述第一流体马达的工作容量。
6.如权利要求1所述的传动机构系统，其特征在于，所述若干个流体马达并联相连，每一个马达具有一与所述第一管道装置相连的输入口，以及一与所述第二管道装置相连的输出口。
7.一种用于运行复合动力车的方法，所述复合动力车具有至少一燃烧发动机；一由所述的发动机驱动的泵；至少一流体马达，所述流体马达与至少一复合动力车的驱动车轮机械连接，并具有与所述泵的出口流体相通的入口和与所述泵的入口相连接的出口，以便在两者之间建立一液压流体循环回路；以及一与所述回路流体相通的压力蓄能器，所述方法包括：
检测所述发动机的转速；
检测蓄能器内的液体压力；
感应动力车的功率要求；
根据所感应的功率要求以及所测的液体压力改变所述流体马达的排量，以满足功率要求，并至少保持最小的蓄能器压力；以及
根据所测的压力控制所述泵的排量，以便将所测的发动机转速保持在按照发动机效率而预定的范围内。
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