CN111038251A - 具有变速器齿轮的旁路的发动机动力传递系统 - Google Patents

具有变速器齿轮的旁路的发动机动力传递系统 Download PDF

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Publication number
CN111038251A
CN111038251A CN201910966828.5A CN201910966828A CN111038251A CN 111038251 A CN111038251 A CN 111038251A CN 201910966828 A CN201910966828 A CN 201910966828A CN 111038251 A CN111038251 A CN 111038251A
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Prior art keywords
shaft
gear
transmission
power
engine
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CN201910966828.5A
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Inventor
埃德温·R·克雷斯
杰弗里·L·鲁本
马亨德拉·S·帕蒂尔
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Deere and Co
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Deere and Co
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Publication of CN111038251A publication Critical patent/CN111038251A/zh
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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Abstract

发动机动力传递系统利用变速箱的旁路提供分叉的动力流。发动机动力传递系统包括具有输出元件的发动机。变速器具有与发动机输出元件联接的输入轴，其中，发动机构造成产生比变速器能够处理的功率更多的动力。多速齿轮装置包括在变速器中并且联接至输入轴。输出轴与齿轮装置联接，并且车辆轮轴与输出轴联接并由此被驱动。发电机构造成由发动机间歇地驱动。马达被构造为从发电机接收电力并且在变速器不超过最大额定功率的情况下驱动车辆轮轴。

Description

具有变速器齿轮的旁路的发动机动力传递系统
技术领域
本公开涉及发动机动力传递系统，并且涉及车辆驱动装置，其用于具有变速器多速齿轮的旁路的发动机动力传递。
背景技术
非作业车辆(例如用于农业，建筑和林业行业的非作业车辆)以及其他车辆、设备和机械可以由动力装置驱动，该动力装置通常包括内燃机或替代动力源。动力通过传动系传递至驱动轮，传动系通常包括驱动轴，通过各种齿轮比提供多种速度的变速器，并且可以包括一个或多个差速器，以在车辆两侧之间分割动力。动力可以传递到一个或多个车辆轮轴。动力源、变速器和差速器通常串联组装，由发动机和/或替代动力源产生的动力通过变速器多速齿轮传递。典型的构造需要变速器，该变速器的尺寸设计成能够处理传递到驱动轮的全部动力和扭矩，特别是由内燃机产生的动力和扭矩。因此，从开发和制造的角度来看，能够使用较轻负荷的变速器的其他选择将在成本和时间上更为有效。
发明内容
本公开提供了一种发动机动力传递系统，其在旁通过变速器的多挡齿轮装置的情况下传递来自发动机的最大动力以驱动车辆轮轴。在一方面，发动机动力传递系统包括发动机，所述发动机具有输出元件。变速器具有最大额定功率并且具有与发动机输出元件联接的轴。发动机产生大于变速器的最大额定功率的最大功率水平。变速器中的齿轮装置与所述轴联接并且构造成产生多个速度比。附加轴与齿轮装置联接。车辆轮轴与附加轴联接并构造为被所述附加轴驱动。发电机构造成由发动机间歇地驱动以产生电力。马达构造成从发电机接收电力并驱动车辆轮轴。所述变速器和所述马达被构造为组合以将所述车辆轮轴驱动至最大功率水平，而所述变速器不超过其最大额定功率。
在另一方面，一种发动机动力传递系统包括驱动第一轴的发动机。变速器与第一轴联接。变速器中的齿轮装置由第一轴驱动并产生多个速度比。附加轴与齿轮装置联接并且相对于第一轴以各种输出比被驱动。车辆轮轴与第二轴联接并构造为被所述第二轴驱动。另一轴以单个输出比由第一轴驱动。发电机被间歇地驱动以产生电力；马达与发电机电联接并驱动车辆轮轴。
在另一附加的方面，一种用于作业车辆的动力传递系统，包括：内燃机，其驱动第一推进轴。变速器单元具有变速器壳体，并且具有与第一推进轴联接且延伸到变速器壳体中的输入轴。齿轮装置构造为提供多个速度比并布置在变速器壳体中。所述齿轮装置在变速器壳体内与输入轴联接。前车辆轮轴通过变速器由内燃机驱动。第二推进轴将前车辆轮轴与变速器联接。后车辆轮轴也通过变速器由内燃机驱动。第三推进轴将后车辆轮轴与变速器联接。第四推进轴将齿轮组与变速器联接。发电机与齿轮组联接并且被构造成被间歇地驱动以产生电力。马达与发电机电联接。马达通过变速箱驱动前车辆轮轴和后车辆轮轴变速箱。第二推进轴延伸通过所述变速箱。
在附图和以下描述中阐述了一个或多个实施例的细节。根据说明书，附图和权利要求书，其他特征和优点将变得显而易见。
附图说明
图1是呈铰接式农用拖拉机形式的示例作业车辆的侧视图，其中在该农用拖拉机中可使用所公开的发动机动力传递系统；
图2是图1的作业车辆的发动机动力传递系统的简化图示；
图3A是根据本公开的图2的发动机动力传递系统的示意图；
图3B是根据本公开的另一示例性发动机动力传递系统的示意图；
图3C是根据本公开的又一示例性发动机动力传递系统的示意图；
图4是根据本公开的与图2的发动机动力传递系统一起使用的马达和变速箱的示意图，其中壳体被移除；和
图5是根据本公开的图4的马达和变速箱的简化端视图。
在各个附图中，相似的附图标记指示相似的元件。
具体实施方式
以下描述了所公开的发动机动力传递系统的一个或多个示例实施例，如以上简要描述的附图中所示。本领域技术人员可以想到对示例实施例的各种修改。
在所公开的发动机动力传递系统的一个或多个示例实施方式中，该系统通过变速器的旁路提供可用的分叉动力流，以用于最大程度地从发动机传递动力。发动机动力传递系统包括发动机和与发动机联接以从其接收动力的变速器。发动机可以构造为产生比变速器能够处理的动力更多的动力。变速器中包含多速齿轮装置，来自发动机的动力通过该多速齿轮装置传递至车辆轮轴。发动机动力传递系统还包括：发电机，该发电机构造成由发动机间歇地驱动；以及马达，该马达与发电机电联接并且有助于在不经过多速齿轮装置的情况下利用源自于发动机的电力驱动车辆轮轴。发动机动力传递系统还包括各种轴，扭矩传递元件以及其他如下所述的元件和单元。
为了说明示例，在某些与作业车辆有关的应用的上下文中，以下描述涉及发动机动力传递系统。对于由内燃机驱动的车辆，将热能转换成机械驱动力用于车辆运动。对于示例性作业车辆，这需要使用内燃机来旋转与地面接触的履带以推动车辆。这种车辆的推动在广泛的工况范围内完成，并且涉及使用提供多个挡位选择的变速器。另外，发动机可能具有非常高水平的动力输出。提供用于这种应用的变速器需要大量的开发时间和成本，并且需要一种能够在所有遇到的条件下承受动力和扭矩负载的变速器。在如下文进一步描述的本公开的示例中，使用分叉动力传递系统来从发动机传递多余的动力，而不需要如下的变速器，该变数器的容量大小确定为能够处理发动机的全部动力输出。提供如下的变速器，该变速器具有比发动机能够传递的功率和扭矩低的额定功率和额定扭矩，节省了变速器的开发时间和成本。
如上所述，本文所述的发动机动力传递系统可以用于包括非车辆应用的各种应用中。参照图1，一个示例应用涉及一种发动机动力传递系统，该发动机动力传递系统可以包括在作业车辆10中，该作业车辆在该示例中被描绘为履带式铰接式农用拖拉机。然而，将理解，可以构想其他构造，例如如下的构造：作业车辆10被构造为不同种类的拖拉机，或作业车辆10被构造为用于农业工业的其他方面或用于建筑或林业工业(例如，收割机、伐木机、平地机等)的作业车辆，该作业车辆包括那些装有轮子而不是履带的车辆。还将理解的是，所公开的发动机动力传递系统也可以用于非作业车辆中，在该非作业车辆中，发动机功率输出超过变速器容量或超过通过变速器传递动力的期望。
在当前示例中，作业车辆10被设计为高容量牵引机，其将非常高水平的动力有效地传递到地面并且被构造成用于牵引动力。通常，作业车辆10包括传递高马力的发动机12，并且包括以已知方式构造的多速(例如18个前进挡)电子控制的变速器14。来自发动机12的可用功率可以高于变速器14的额定功率。作业车辆10包括具有四个履带组16的驱动系统，该履带组提供高水平的牵引力以将最大功率传递至地面以拉动最重的负载，并简化了耕作、犁地、翻耕和种植等应用作业。在其他示例中，履带组16可以被轮子代替。传递如此高水平的马力需要传动系部件能够处理该负载。为了避免需要重新设计所有传动系部件，特别是长的交付时间和昂贵的变速器14，或者由于其他原因需要绕过变速器14，本公开通过分叉的传递系统传递发动机动力。
作业车辆10具有主底盘18，在该示例中，该主底盘在关节20处铰接以辅助操纵性。接头20将前部单元22与后部单元24连接。底盘18由与地面接合的履带组16支撑。履带组16通过轮轴组件26、28支撑底盘18。两个或多个履带组16可以被提供动力以推动作业车辆10，并且在该示例中，所有四个履带组16都被提供动力。底盘18支撑发动机12，发动机12用作产生动力的动力装置，并且在该示例中为内燃机的形式。设有操作员室29，操作员界面和控制装置(例如各种控制轮，操纵杆，开关，按钮，屏幕，键盘等)固定在其中。作业车辆10可以被构造为使用和/或向其他连接的设备提供来自发动机12的动力以产生电力和/或驱动机械流体驱动式部件和/或提供其他功能。在当前示例中，从发动机12向轮轴组件26、28提供电力形式的补充动力，并且车辆10包括用于传递电力的支撑系统和设备，如下文进一步描述的。
参照图2和图3A，为了在图2中的可见性，动力传递系统30示出为与作业车辆10的其他组件隔离，在图3A中以示意性形式示出了该动力传递系统30。发动机12包括在发动机缸体32中往复运动的多个缸体，以产生通过输出元件34传递的旋转动力，该输出元件例如是轴(曲轴)、飞轮、离合器、其他扭矩传递元件等中的一个或多个。通过输出元件34和推进轴36，发动机12与变速器14机械联接，从而以旋转运动的形式向其提供动力。推进轴36允许变速器14与发动机12物理地分开定位，并且在其他示例中，在不需要分开的情况下可以省略。变速器14包括容纳内部元件的变速器壳体38，该内部元件包括诸如齿轮、轴承、换挡机构和各种扭矩传递元件的典型元件，以在多速齿轮装置40中以已知的方式实现期望数量的前进挡和倒挡。
来自发动机12的动力作为输入通过顶轴42进入变速器14，然后通过扭矩传递元件41进入多速齿轮装置40。动力从多速齿轮装置40流经另一个扭矩传递元件43并且作为输出而进入到底轴44中，该底轴44延伸穿过变速器壳体38并与前推进轴46和后推进轴48联接。前推进轴46与前轮轴组件26联接，并且后推进轴48与后轮轴组件28联接。前后推进轴46、48通过底轴44彼此联接。两个轮轴组件26、28均通过输出元件34，推进轴36、46、48和变速器14与发动机12联接，该变速器14包括顶轴42、多速齿轮装置40和底轴44。因此，发动机12与轮轴组件26、28机械地连接以向其传递动力。如下面进一步描述的，发动机12和变速器14被控制以限制可以机械地传递到轮轴组件26、28的动力，结果，发动机12的最大动力和扭矩输出不仅仅被机械地传递。
动力传递系统30还包括变速器14的多速齿轮装置40的旁路49，以在无需行进通过多速齿轮装置40的情况下，将动力从发动机12传递至轮轴组件26、28。旁路49与动力输出(PT0，Power take-off)传动系50相关联，该动力输出传动系用于驱动PTO单元58。旁路49包括变速器14的顶轴42，其中该顶轴42延伸穿过变速器壳体38，在其一端与推进轴36联接，并在其另一端在推进轴52处与PTO传动系50联接。推进轴52与齿轮组单元54联接。齿轮组单元54与PTO轴56联接，该PTO轴56延伸到PTO单元58，该PTO单元58构造成与机具和附接件联接，这些机具和附接件具有被作业车辆10驱动的特征部。齿轮组单元54还与作为电驱动系统62的组成部分的发电机60联接。因此，齿轮组单元54和发电机可以与本文所述的示例性实施方式不同地安装和驱动。例如，齿轮组单元54和发电机60可以直接安装到发动机12或变速器14，或紧邻发动机12或变速器14安装，以在无需首先通过PTO传动系或无需旁路的情况下用于动力传递。
电驱动系统62包括发电机60、马达64、电力电子器件68、控制系统70和各种电缆或连接件。另外，可以包括但未示出各种传感器、致动器和其他典型的电气设备。电驱动系统62的部件将从发动机12的机械运动传递的动力转换、调节、通信和控制为来自发电机60的合适的电力，以传递至马达64并由马达64使用。在其他示例中，电力电子器件68还可以操作以转换由发电机60产生的能量以存储在电池系统(未示出)中。电力电子器件68可以包括整流器，逆变器，转换器，控制器和其他典型的装置，以提供所需的电力的转换和电力的控制，从而在电驱动系统62所设计处于的电压水平和特性下，支持发电机60的操作、马达64的操作和其他相关电气部件的操作。
如图3A所示，控制系统70包括至少一个控制器72，其与发动机12、变速器14、发电机60、马达64和电力电子器件68电联接以提供控制功能。控制器72还可以与提供期望的系统控制功能所必需的其他设备(包括各种致动器和传感器，例如速度传感器(未示出))联接。控制器72可以包括一个或多个计算设备，例如各种处理器设备和各种相关联的存储器架构。在某些实施例中，一个或多个控制器72可以附加地(或可替代地)包括各种其他电子控制电路和设备(例如，各种电子设备或可编程电路)。控制器72可以与其他部件分开放置(例如，如图3A所示)，或者可以集成到各种部件中，例如发动机12和变速器14。在一些实施例中，控制器72可以专用于本文公开的功能。在一些实施例中，除了本文公开的控制功能之外，控制器72可以被构造为提供作业车辆10和/或所连接的机具的其他功能。
通过电力电子器件68从发电机60传递的电力在马达64处转换回机械动力。马达64通过变速箱74与轮轴组件26、28联接。变速箱74是两速变速箱，其中来自马达64的输入通过两个交替的齿轮路径76、78被传递到推进轴48，齿轮路径76、78提供两个不同的速度比。另外，变速箱74可具有空挡位置75以使马达与推进轴48脱离。通过变速箱74和推进轴48，马达64被联接以将动力传递至两个轮轴组件26、28。在前轮轴组件26的情况下，来自马达64的动力通过变速箱74，推进轴48，底轴44和推进轴46传递到轮轴组件26。在后轮轴组件28的情况下，来自马达64的动力通过变速箱74和推进轴48传递到轮轴组件28。尽管传递至前轮轴组件26的动力再次经由底轴44而经过变速器壳体38，但这样做却没有经过多速齿轮装置40。总的来说，旁路49的动力两次通过变速器壳体38，但是却没有通过多速齿轮装置40，一次在至发电机60的途中经过顶轴42，第二次在至前轮轴组件26的途中经过底轴44。
电驱动系统62包括联接在发电机60和电力电子器件68之间的导体80和联接在电力电子器件68和马达64之间的导体82。另外，在控制器72与发动机12、变速器14、发电机60、马达64、电力电子器件68和变速箱74之间建立电通信。在作业车辆10的正常功率需求下，该正常功率需求可以大至变速器14的最大额定功率，控制器72控制动力传递系统30，以从发动机12通过包括多速齿轮装置40的变速器14以及推进轴46、48向轮轴组件26、28提供动力。来自发动机12的动力也可在动力输出轴84处获得，以供机具和附接件使用。来自发动机12的动力通过输出元件34，推进轴36，变速器14的顶轴42以及动力输出传动系50被传输到动力输出轴84，该动力输出传动系50包括推进轴52、齿轮组单元54、PT0轴56和PT0单元58。对控制器72进行编程，从而当通过多速齿轮装置40以纯机械模式运行时，将发动机12的功率输出限制为变速器14的最大额定功率。发电机60在纯机械操作期间停用，并且电驱动系统62处于待机状态。
当诸如作业车辆10的操作员要求作业车辆10的高于变速器14的最大额定功率的附加功率时，控制器72发信号通知发电机60产生电力。用于推动作业车辆10的附加功率从发动机12通过输出元件34、推进轴36，顶轴42(不通过多速齿轮装置40)和齿轮组单元54而传递到发电机60的转子88。动力还从马达64通过变速箱74和推进轴46、48传递到轮轴组件26、28。在发电机60和马达64之间，动力被电传递，并且具体地，通过导体80、电力电子器件68和导体82，动力从发电机60传递到马达64，从而马达64将动力和扭矩传递到轮轴组件26、28。通过多速齿轮装置40传递的动力和通过旁路49传递的动力被加在一起，并在不超过变速器14的额定功率的情况下，以使用发动机12的全部功率能力的功率水平而被供给到轮轴组件26、28。
另外参考图4和图5，示出了变速箱74的选定内部部件，其中为了可见而移除了壳体。马达64包括具有轴90的转子88，该轴90与变速箱74的输入轴92联接。输入轴92由轴承94、96支撑，并且齿轮98固定在输入轴92上，从而当转子88旋转时该齿轮98也旋转。变速箱74包括间隔开的齿轮轴102、104，齿轮轴102、104均与输入轴92平行地布置。齿轮106固定在轴102上并且与齿轮98啮合接合，从而当输入轴92旋转时驱动该轴102旋转。齿轮108、110也以间隔开的关系设置在齿轮轴102上，并具有不同的尺寸(不同的直径和/或不同的齿数)。齿轮108、110与齿轮轴102接合，使得它们随该齿轮轴102旋转并且能够沿着齿轮轴102滑动，例如通过键控或花键。齿轮轴102被支撑在轴承114、116上，并且齿轮轴104被其他轴承118、120支撑。齿轮轴104承载齿轮122、124，齿轮122、124被固定为与齿轮轴104一起旋转。齿轮122、124具有不同的直径/不同的齿数。
为了通过变速箱74提供两种速度，齿轮110和124啮合在一起，或者齿轮108、122啮合在一起。换挡机构126和换挡致动器128操作以使齿轮108、110在齿轮轴102上滑动以确定哪些齿轮被啮合，从而通过变速箱74提供两种速度。这使得能够在作业车辆10的全速范围内利用马达64向轮轴组件26、28提供补充动力。
推进轴48延伸穿过变速箱74，并承载链轮130，该链轮130被固定就位以与推进轴48一起旋转。第二链轮132固定在齿轮轴104上。链条134与链轮130、132啮合，从而轴104在旋转时驱动推进轴48。这样，转子88的旋转将驱动轮轴组件26、28，从而将动力添加到通过多速齿轮装置40而传递的动力。
本文公开的发动机动力传递系统可以以多种方式实现。例如，图3B和3C是两个替代布置的示意图，其中，与图3A所示的示例布置相比，电力输入在传动系中更下游地传递至车轮。电力通过分开的多个电动机器本地分配到每个轮轴，或分配到每个车轮的每个最终驱动器，而不是通过单个电动机器而集中该电力。在以下对图3B和3C所示示例的讨论中，许多发动机动力传递系统，特别是该系统的许多机械部件，可以与关于图3A的布置所描述的相同或相似，因此将使用类似的附图标记。轮轴组件在大致相同时，将用26′、28′；26″、28″表示，旁路、电驱动系统、控制系统、马达和电线在图3B和3C中将分别用49′、49″；62′、62″；70′、70″；64′、64″和82′、82″表示，以表示不同的电力输入布置。在图3B和3C所示的每个分布式电驱动系统中，各个马达的尺寸可以与马达64不同或相同。在某些情况下，由于每个马达的负载要求都比单个马达64少，因此分布式电驱动系统中的马达可以是容量较低(且成本较低)的马达，与马达64相比，每个马达都具有较低的功率要求。分布式电驱动系统还提供了至前后轮轴组件的差分电力输入的优势或者甚至至单个车轮的差分电力输入的优势。例如，在图3B的实施例中，可以仅向前轮或后轮提供补充电力，在图3C的实施例中也是如此，其还具有仅向左侧车轮和右侧车轮中的一个或两个提供补充电力的能力。
通常，图3B中所示的示例用两个马达64a′和64b′代替了图3A布置中的单个马达64，这两个马达在轮轴组件26′、28′处向传动系提供电力输入。否则，电驱动系统62′通常是相同的，包括发电机60、电力电子器件68、控制系统70′以及各种电缆或连接件。如前所述，可以包括但未示出各种传感器，致动器和其他典型的电气设备。并且如前所述，控制系统70′包括至少一个控制器72，该控制器72与发动机12、变速器14、发电机60和电力电子器件68电联接以提供控制功能。控制器72还可以与提供期望的系统控制功能所必需的其他设备(包括各种致动器和传感器，例如速度传感器(未示出))联接。此处的区别在于，电驱动系统62′包括马达64a′、64b′，因此控制系统70′被构造为控制这些分开的马达64a′、64b′中的每一个，而不是图3A的布置的单个马达64。
通过电力电子器件68传递自发电机60的电力在马达64a′、64b′处转换回机械动力。马达64a′、64b′通过各自的变速箱73a′、73b′与轮轴组件26′、28′联接。在该示例中，每个变速箱73a′、73b′包括两个直接啮合的齿轮，该两个直接啮合的齿轮接收来自相关联的马达64a′、64b′的旋转输入，该旋转输入进而联接至另一齿轮，该另一齿轮与相关的轮轴组件26′、28′的差速器组件75a′、75b′(未在图3A的轮轴26、28中明确示出)对接并为其提供旋转输入。差速器组件75a′、75b′通过锥齿轮组或其他合适的机械联接器联接到相关的推进轴46、48，使得轮轴组件26′、28′可以由发动机12和多速齿轮装置40机械地驱动。在图3B的布置中，旁路49′的动力在至发电机60的途中经由顶轴42一次通过变速器壳体38，而没有通过多速齿轮装置40。通过变速器壳体38的机械动力从顶轴42通过多速齿轮装置40到达底轴44再被引到轮轴组件26′、28′。
在作业车辆10的正常功率需求下，该正常功率需求可以大至变速器14的最大额定功率，从发动机12通过包括多速齿轮装置40的变速器14以及推进轴46、48向轮轴组件26′、28′提供动力。来自发动机12的动力也可在动力输出轴84处获得，以上面参照图3A所述的方式由机具和附接件使用。对控制系统70′进行编程，从而当通过多速齿轮装置40以纯机械模式运行时，将发动机12的功率输出限制为变速器14的最大额定功率。发电机60在纯机械操作期间停用，并且电驱动系统62′处于待机状态。
当诸如作业车辆10的操作员要求作业车辆10的高于变速器14的最大额定功率的附加功率时，动力也从马达64a′、64b′传递至轮轴组件26′、28′。在发电机60和马达64a′、64b′之间，动力被电传递，并且具体地，通过导体80、电力电子器件68和导体82′，动力从发电机60传递到马达64a′、64b′，以便马达64a′、64b′向轮轴组件26′、28′传递动力和扭矩。通过多速齿轮装置40传递的功率和通过旁路49′传递的功率被加在一起，并在不超过变速器14的额定功率的情况下，以使用发动机12的全部功率能力的功率水平而被供给到轮轴组件26′、28′。
图3C中所示的示例用四个马达64a″-64d″代替了图3A布置中的单个马达64，该四个马达64a″-64d″在轮轴组件26″、28″处向传动系提供了电力输入，在该示例中，电力输入在最终驱动器77a″-77d″处在差速器组件75a″、75b″的下游进入轮轴组件26″、28″。否则，电驱动系统62″通常是相同的，包括发电机60、电力电子器件68、控制系统70″以及各种电缆或连接件、传感器、致动器和其他典型的电气设备。并且如前所述，控制系统70″包括与发动机12、变速器14、发电机60和电力电子器件68电联接的至少一个控制器72，以提供控制功能并控制这些分开的马达64a″-64d″中的每个马达。
通过电力电子器件68传递自发电机60的电力在马达64a″-64d″处转换回机械动力，马达64a″-64d″通过最终驱动器77a″-77d″与轮轴组件26″、28″联接。差速器组件75a″、75b″通过锥齿轮组或其他合适的机械联接器联接到相关的推进轴46、48，使得轮轴组件26″、28″可以由发动机12和多速齿轮装置40机械地驱动。在图3C的布置中，旁路49″的动力在至发电机60的途中经由顶轴42一次通过变速器壳体38，而没有通过多速齿轮装置40。通过变速器壳体38的机械动力从顶轴42通过多速齿轮装置40到达底轴44再被引到轮轴组件26″、28″。
在作业车辆10的正常功率需求下，该正常功率需求可以大至变速器14的最大额定功率，从发动机12通过包括多速齿轮装置40的变速器14以及推进轴46、48向轮轴组件26″、28″提供动力。来自发动机12的动力也可在动力输出轴84处获得，以上面参照图3A所述的方式由机具和附接件使用。对控制系统70″进行编程，从而当通过多速齿轮装置40以纯机械模式运行时，将发动机12的功率输出限制为变速器14的最大额定功率。发电机60在纯机械操作期间停用，并且电驱动系统62″处于待机状态。
当诸如作业车辆10的操作员要求作业车辆10的高于变速器14的最大额定功率的附加功率时，动力也从马达64a″-64d″传递至轮轴组件26″、28″。在发电机60和马达64a″-64d″之间，动力被电传递，并且具体地，通过导体80、电力电子器件68和导体82″，动力从发电机60传递到马达64a″-64d″，以便马达64a″-64d″向轮轴组件26″、28″传递动力和扭矩。通过多速齿轮装置40传递的功率和通过旁路49″传递的功率被加在一起，并在不会超过变速器14的额定功率的情况下，以使用发动机12的全部功率能力的功率水平而被供给到最终驱动器77a″-77d″。
通过上述示例，发动机动力传递系统30通过变速器14的多速齿轮装置40机械地将发动机动力传递至轮轴组件，并绕过变速器14的多速齿轮装置40将发动机动力电传递至轮轴组件，以补充轮轴组件上的发动机动力，同时保持变速器14的容量/最大额定功率低于发动机产生的并传递至轮轴组件的总功率/最大发动机功率水平。
在上述各种实施方式(和其他实施方式)中，当要求来自作业车辆10的动力高于变速器14的最大额定功率时，(来自发电机60和各种马达的)电力只能在达到变速器14的最大额定功率时才启动。然而，电力可以替代地在达到变速器14的最大额定功率之前启动。例如，当发动机12在变速器14的最大额定功率之下的功率运行时，可以启动电力，并且控制器72可以使发电机60加速作业以匹配来自发动机12的当前功率，以使得仅机械功率和组合的机械和电功率之间的过渡变得容易。这可以使动力流的过渡足够平滑，以显着抑制或完全避免对各种传动系部件的冲击负荷，并限制对动力过渡的感知，以使作业车辆具有更高的乘坐质量。
另外，提供了以下示例，对其进行编号为便于参考。
1.一种发动机动力传递系统，包括：
发动机，所述发动机具有输出元件；
变速器，所述变速器具有最大额定功率并且具有与发动机输出元件联接的第一轴，其中发动机构造成产生大于变速器的最大额定功率的最大功率水平；
变速器中的齿轮装置，所述齿轮装置与第一轴联接并且构造成产生多个速度比；
第二轴，所述第二轴与齿轮装置联接；
车辆轮轴，所述车辆轮轴与第二轴联接并构造为被所述第二轴驱动；
发电机，所述发电机被构造成由发动机间歇地驱动以产生电力；和
马达，所述马达构造成从发电机接收电力并驱动车辆轮轴；
其中，所述变速器和所述马达被构造为组合以将所述车辆轮轴驱动至最大功率水平，而所述变速器不超过其最大额定功率。
2.根据示例1所述的系统，还包括第三轴，所述第三轴构造成绕过所述齿轮装置由所述第一轴驱动；其中，发电机被构造成与第三轴联接并由第三轴驱动。
3.根据示例2所述的系统，还包括：
动力输出传动系，所述动力输出传动系构造成与第三轴联接；和
齿轮组，所述齿轮组将发电机与动力输出传动系联接。
4.根据示例3所述的系统，还包括与所述动力输出传动系联接的动力输出单元。
5.根据示例3所述的系统，其中，所述齿轮组构造成选择性地使所述发电机与所述动力输出传动系脱离。
6.根据示例2所述的系统，其中，所述第三轴构造成由所述第一轴直接驱动并且以与第一轴共同的速度被驱动
7.根据示例6所述的系统，其中，所述第一轴和所述第三轴彼此邻接。
8.根据示例2所述的系统，其中，所述发动机被构造为通过所述变速器和所述第二轴向所述车辆轮轴供给动力，并且同时通过所述第三轴和所述马达向所述车辆轮轴供给动力。
9.根据示例1所述的系统，其中，还包括第二车辆轮轴，所述第二车辆轮轴与所述变速器联接并且与所述车辆轮轴一起被驱动；其中，马达被构造为一起驱动这两个车辆轮轴。
10.根据示例1所述的系统，还包括：变速箱，所述变速箱联接在所述马达和所述车辆轮轴之间；其中，变速箱包括：
输出齿轮，所述输出齿轮被构造为驱动所述车辆轮轴；
由马达驱动的输入齿轮；
承载第一齿轮和第二齿轮的第一齿轮轴；
承载第三齿轮、第四齿轮和第五齿轮的第二齿轮轴；和
链接第五齿轮和输出齿轮的链条；
其中，所述变速箱构造成交替地使得第一齿轮与第三齿轮啮合或使第二齿轮与第四齿轮啮合。
11.一种发动机动力传递系统，包括：
驱动第一轴的发动机；
与第一轴联接的变速器；
变速器中的齿轮装置，所述齿轮装置构造为由第一轴驱动并构造为产生多个速度比；
第二轴，所述第二轴与齿轮装置联接并且构造为相对于第一轴以各种输出比被驱动；
车辆轮轴，所述车辆轮轴与第二轴联接并构造为被所述第二轴驱动；
第三轴，所述第三轴被构造为相对于第一轴以单个输出比由第一轴驱动；
发电机，所述发电机被第三轴间歇地驱动以产生电力；和
马达，所述马达与发电机电联接并构造成从发电机接收电力以驱动车辆轮轴。
12.根据示例11所述的系统，还包括：
动力输出传动系，所述动力输出传动系构造成与第三轴联接；和
齿轮组，所述齿轮组将发电机与动力输出传动系联接。
13.根据示例12所述的系统，其中，还包括与所述动力输出传动系联接的动力输出单元，所述动力输出单元构造为将发动机动力传递至附接件。
14.根据示例11所述的系统，还包括：车辆轮轴壳体，车辆轮轴的至少一部分容纳在车辆轮轴壳体中变速装置，所述变速装置连接在马达和车辆轮轴之间；和变速装置壳体，变速装置容纳在变速装置壳体中；其中，变速装置壳体固定在车辆轮轴壳体上。
15.根据示例11所述的系统，还包括：变速箱，所述变速箱包括变速装置并且联接在马达和车辆轮轴之间；和推进轴，所述推进轴联接在变速箱和车辆轮轴之间，并构造成驱动车辆轮轴；其中，变速箱包括：
由推进轴承载的输出齿轮；
固定在马达上并由马达驱动的输入齿轮；
承载第一齿轮和第二齿轮的第一齿轮轴；
与第一齿轮轴间隔开并承载第三齿轮、第四齿轮和第五齿轮的第二齿轮轴；
链接第五齿轮和输出齿轮的链条；和
致动器，所述致动器构造成可替代地实现第一齿轮与第三齿轮的啮合，或第二齿轮与第四齿轮的啮合，以通过变速箱提供两个速度比。
用在本文中的术语只是为了描述特定实施例，并不试图限定本公开。如在本文中所使用的，单数形式“一”、“一个”和“该”也试图包括复数形式，除非上下文明确规定。此外还应当理解：说明书中使用术语“包括”和/或“包含”表示存在所列出的特征部、整体、步骤、操作、元件和/或部件，但是不排除存在或添加其他特征部、整体、步骤、操作、元件、部件中的一个或多个，和/或它们的组合。
本公开的说明书已经为了说明和描述的目的被示出，但是不试图是排他性的或者将本公开限制在公开的形式中。对于本领域的技术人员而言，在不脱离本公开的范围和精神的情况下，很多修改和改变是显而易见的。本文明确参考的实施例被选择和说明，是为了最好地解释本公开的原理和它们的实际应用，并且使得本领域的其他普通技术人员能够理解本公开，并且认识到所描述的示例的各种替代实施例、修改和改变。因此，除了那么已经明确说明的实施例和实施方式之外的各种实施例和实施方式位于以下的权利要求的范围之内。

Claims (20)

1.一种发动机动力传递系统，包括：
发动机，所述发动机具有输出元件；
变速器，所述变速器具有最大额定功率并且具有与发动机输出元件联接的第一轴，其中发动机构造成产生大于变速器的最大额定功率的最大功率水平；
变速器中的齿轮装置，所述齿轮装置与第一轴联接并且构造成产生多个速度比；
第二轴，所述第二轴与齿轮装置联接；
车辆轮轴，所述车辆轮轴与第二轴联接并构造为被所述第二轴驱动；
发电机，所述发电机被构造成由发动机间歇地驱动以产生电力；和
马达，所述马达构造成从发电机接收电力并驱动车辆轮轴；
其中，所述变速器和所述马达被构造为组合以将所述车辆轮轴驱动至最大功率水平，而所述变速器不超过其最大额定功率。
2.根据权利要求1所述的系统，还包括第三轴，所述第三轴构造成绕过所述齿轮装置由所述第一轴驱动：其中，发电机被构造成与第三轴联接并由第三轴驱动。
3.根据权利要求2所述的系统，还包括：
动力输出传动系，所述动力输出传动系构造成与第三轴联接；和
齿轮组，所述齿轮组将发电机与动力输出传动系联接。
4.根据权利要求3所述的系统，还包括与所述动力输出传动系联接的动力输出单元。
5.根据权利要求3所述的系统，其中，所述齿轮组构造成选择性地使所述发电机与所述动力输出传动系脱离。
6.根据权利要求2所述的系统，其中，所述第三轴构造成由所述第一轴直接驱动并且以与第一轴共同的速度被驱动。
7.根据权利要求6所述的系统，其中，所述第一轴和所述第三轴彼此邻接。
8.根据权利要求2所述的系统，其中，所述发动机被构造为通过所述变速器和所述第二轴向所述车辆轮轴供给动力，并且同时通过所述第三轴和所述马达向所述车辆轮轴供给动力。
9.根据权利要求1所述的系统，其中，还包括第二车辆轮轴，所述第二车辆轮轴与所述变速器联接并且与所述车辆轮轴一起被驱动；其中，马达被构造为一起驱动这两个车辆轮轴。
10.根据权利要求1所述的系统，还包括：变速箱，所述变速箱联接在所述马达和所述车辆轮轴之间；其中，变速箱包括：
输出齿轮，所述输出齿轮被构造为驱动所述车辆轮轴；
由马达驱动的输入齿轮；
承载第一齿轮和第二齿轮的第一齿轮轴；
承载第三齿轮、第四齿轮和第五齿轮的第二齿轮轴；和
链接第五齿轮和输出齿轮的链条；
其中，所述变速箱构造成交替地使得第一齿轮与第三齿轮啮合或使第二齿轮与第四齿轮啮合。
11.一种发动机动力传递系统，包括：
驱动第一轴的发动机；
与第一轴联接的变速器；
变速器中的齿轮装置，所述齿轮装置构造为由第一轴驱动并构造为产生多个速度比；
第二轴，所述第二轴与齿轮装置联接并且构造为相对于第一轴以各种输出比被驱动；
车辆轮轴，所述车辆轮轴与第二轴联接并构造为被所述第二轴驱动；
第三轴，所述第三轴被构造为相对于第一轴以单个输出比由第一轴驱动；
发电机，所述发电机被第三轴间歇地驱动以产生电力；和
马达，所述马达与发电机电联接并构造成从发电机接收电力以驱动车辆轮轴。
12.根据权利要求11所述的系统，还包括：
动力输出传动系，所述动力输出传动系构造成与第三轴联接；和
齿轮组，所述齿轮组将发电机与动力输出传动系联接。
13.根据权利要求12所述的系统，其中，还包括与所述动力输出传动系联接的动力输出单元，所述动力输出单元构造为将发动机动力传递至附接件。
14.根据权利要求12所述的系统，其中，所述齿轮组构造成选择性地使所述发电机与所述动力输出传动系脱离。
15.根据权利要求11所述的系统，其中，所述第三轴构造成由所述第一轴直接驱动并且以与第一轴共同的速度被驱动。
16.根据权利要求11所述的系统，还包括：
车辆轮轴壳体，车辆轮轴的至少一部分容纳在车辆轮轴壳体中；
变速装置，所述变速装置连接在马达和车辆轮轴之间；和
变速装置壳体，变速装置容纳在变速装置壳体中；
其中，变速装置壳体固定在车辆轮轴壳体上。
17.根据权利要求11所述的系统，还包括第二车辆轮轴，所述第二车辆轮轴与所述变速器联接并且与所述车辆轮轴一起被驱动；其中，马达被构造为一起驱动这两个车辆轮轴。
18.根据权利要求11所述的系统，其中，所述发动机被构造为通过所述变速器和所述第二轴以第一水平向所述车辆轮轴供给动力，并且同时通过所述第三轴和所述马达以第二水平向所述车辆轮轴供给动力，使得车辆轮轴从发动机接收的总动力等于第一水平和第二水平的总和。
19.根据权利要求11所述的系统，还包括：
变速箱，所述变速箱包括变速装置并且联接在马达和车辆轮轴之间；和
推进轴，所述推进轴联接在变速箱和车辆轮轴之间，并构造成驱动车辆轮轴；
其中，变速箱包括：
由推进轴承载的输出齿轮；
固定在马达上并由马达驱动的输入齿轮；
承载第一齿轮和第二齿轮的第一齿轮轴；
与第一齿轮轴间隔开并承载第三齿轮、第四齿轮和第五齿轮的第二齿轮轴；
链接第五齿轮和输出齿轮的链条；和
致动器，所述致动器构造成可替代地实现第一齿轮与第三齿轮的啮合，或第二齿轮与第四齿轮的啮合，以通过变速箱提供两个速度比。
20.一种用于作业车辆的动力传递系统，包括：
内燃机；
第一推进轴，所述第一推进轴构造成由内燃机驱动；
变速器单元，所述速器单元具有变速器壳体和与第一推进轴联接的输入轴，该输入轴延伸到变速器壳体中；
齿轮装置，所述齿轮装置构造为提供多个速度比并布置在变速器壳体中，所述齿轮装置在变速器壳体内与输入轴联接；
前车辆轮轴，所述前车辆轮轴构造为通过变速器由内燃机驱动；
第二推进轴，所述第二推进轴将前车辆轮轴与变速器联接；
后车辆轮轴，所述后车辆轮轴构造为通过变速器由内燃机驱动；
第三推进轴，所述第三推进轴将后车辆轮轴与变速器联接；
齿轮组；
第四推进轴，所述第四推进轴将齿轮组与变速器联接；
发电机，所述发电机与齿轮组联接并且被构造成被间歇地驱动以由此产生电力；
马达，所述马达与发电机电联接；和
变速箱，第二推进轴延伸通过所述变速箱；
其中，马达构造为通过变速箱驱动前车辆轮轴和后车辆轮轴。
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