FR2537932A1 - Low speed travel device for a vehicle, the engine of which has to turn at high speed in order to drive equipment, and vehicle fitted with such a device - Google Patents

Abstract

According to the invention the device comprises a main box 3 located between the engine 1 and the gear box 4. The main box 3 comprises a first progressive clutch device 14 mounted between an input shaft 12 connected to the engine 1 and a first output shaft 13a connected to the gear box 14, and a second progressive clutch mechanism 17 mounted between the input shaft 12 and a second output shaft 13b by way of an idle pinion 16 engaging with an annular gear 15 rotationally fixed to the input shaft 12. The second output shaft 13b is connected to the equipment 18 by a transmission shaft 19. Application particularly to the equipment of fire-fighting vehicles.

Description

SLOW SPEED MOVING DEVICE OF A VEHICLE

  WHOSE MOTOR MUST RUN AT HIGH SPEED TO DRIVE

  EQUIPMENT, AND VEHICLE PROVIDED WITH SUCH A DEVICE.

  The present invention relates to a device intended to allow movement at slow speed of a motor vehicle, the drive motor of which must

  turn at high speed to also cause a balance

  vehicle, particularly a fire-fighting vehicle whose motor is intended to drive a pump

  fire, and such that the driving power of the vehicle

  cule is transmitted from the engine to the drive wheels via the

gearbox medium.

  The invention also relates to a vehicle

  automobile comprising a device of this type.

  It is known that certain motor vehicles are provided with particular motorized equipment, intended to fulfill a specific function on a given site, by being driven at a high engine speed, while the vehicle

  travels at very low speed on this site.

  This is particularly the case for fire-fighting motor vehicles, each equipped with at least one

  fire hose powered by a fire pump.

  We know that a vehicle of this type, and in particular a vehicle for fighting aircraft fires, must meet specific requirements, in particular of speed of intervention and mobility around the fire Given the impact emotional that the disaster can provoke on

  the crew of such a vehicle, all the maneuvers necessary

  the evolution of the vehicle around the incident as well as the operation of this equipment, including the fire hoses, must be as simple as possible and

  free from any possibility of error.

  The vehicle must be able to go to the scene of a disaster at its maximum speed and then move at slow speed around the disaster while ensuring proper drive of the fire pump, so that it delivers to each of the lances of vehicle fire

optimal regular flow -

  It has already been proposed to satisfy these imperatives by the use of two motors, one of which ensures the traction of the vehicle by means of a gearbox, in a conventional manner, and the other of which ensures the 'training

  of the pump, but these embodiments have the disadvantages

  are costly and penalizing in terms of weight.

  It has also already been proposed achievements

  equipped with a mixed device including a clutch

  compressive coupled to hydraulic pumps, in order to drive the fire pump from the vehicle drive motor, but these embodiments have the disadvantages of being of complex structure therefore costly, and of implementation complicated due to the different control devices

  necessary for the operation of such a mixed device.

  By the present invention, it is proposed to remedy these drawbacks, and the invention relates to a device of the aforementioned type, the structure of which is simpler than that

  known mixed devices, while retaining the advantages

  the latter, in particular the possibility of

  read the vehicle at low speed without first stopping it.

  The invention also relates to a device of the aforementioned type, the implementation of which is also simpler than that of known mixed devices, thanks to a single manual control member, which makes it possible to shift the vehicle from the traction configuration. traditional to a traction configuration at a slow moving speed. To this end, the device according to the invention, of the aforementioned type, is characterized in that it comprises a box

  breaking device provided on the one hand with a first clutch mechanism

  progressive yage, intended to transmit the power of training

  nement of the vehicle from the engine to the gearbox, and secondly a second progressive clutch mechanism and a

  PTO intended to transmit driving power

  engine equipment to this equipment.

  It is thus obtained that not only the vehicle can move at slow speed, thanks to the first progressive clutch mechanism of the cut-off box, without it being necessary to stop the vehicle beforehand, but also that the equipment, by example the fire pump, can be engaged and driven without stopping the vehicle.

  Advantageously, according to the invention, the first mechanism

  progressive clutch is mounted between on the one hand an input shaft of the cut-off box, which is connected to the shaft

  motor output by at least a first trans-

  mission, and, on the other hand; a first output shaft of the cut-off gearbox which is connected to the input shaft of the gearbox by at least a second transmission shaft, and the second progressive clutch mechanism is mounted between, on the one hand , the input shaft of the cutout box and, on the other hand, a second output shaft of the cutout box

  break, which constitutes the PTO connected by a three

  5th gear shaft to the equipment to be driven.

  This structure makes possible the clutch and the

  equipment (the fire pump) as soon as the disaster site approaches, or while the vehicle is still in the traditional traction configuration, i.e. such that its speed of movement is determined by the gearbox reports, i.e. that the vehicle is already in a slow speed travel configuration determined by the first progressive clutch mechanism

of the cutting boot.

  According to a particularly simple example of

  tion, the second progressive clutch mechanism comprises a clutch bell integral in rotation with a idler pinion driven by a toothed wheel integral itself in rotation with the input shaft of the cut-off box In addition, the first progressive clutch mechanism may include, similarly, a clutch bell keyed to

  the input shaft of the cut-off box, and of which is

  Pair the gear with the shape of a gear.

  Preferably also, the first progressive clutch mechanism is controlled by a first manual control member, a first position of which corresponds to the engaged state of the first clutch mechanism, and the displacement of which in a range of positions and the stop at a position in this range allow the vehicle movement speed to be adjusted and adjusted as required

  depending on the progressiveness of the first employment mechanism

  clutch, this progressiveness being directly linked to the

  position chosen in this range of positions.

  This has the advantage that the implementation of this

  device is very simple, since this single com- ponent

  manual control allows switching from traditional configuration

  traction, for which the first progressive clutch mechanism is in the engaged position and the

  transmission shafts connecting the respective cutoff boot

  The motor and the gearbox are driven at the same speed by the motor, at the configuration of

  traveling at slow speed, for which the first mechanism

  progressive clutch mechanism allows a certain slip between the speed of rotation of the propeller shaft

  connecting the cut-off box to the motor and the rotational speed

  tion of the drive shaft connecting the cutting boot

to the gearbox.

  Similarly, the second progressive clutch mechanism can be advantageously controlled by a second member

  manual control, including a first and a second position

  tions correspond respectively to the disengaged and engaged states of the equipment, and whose displacement over a range of intermediate positions between the first and second positions, and stopping at a position within this range make it possible to modulate and adapt to requirements the drive speed of the equipment as a function of the progressiveness of the second clutch mechanism, which progressiveness is directly linked to the position chosen for the second manual control member in this range of positions, which has the advantage that the equipment is put into operation by simply moving the second manual control member from its first position, or disengaged position of the equipment, to its second position, or engaged position of the equipment, passing through the range of intermediate positions, or clutch positions

progressive equipment.

  According to an advantageous embodiment, the first progressive clutch mechanism is actuated by a first hydraulic circuit and the first manual control member is a control member of a first distributor for hydraulic modulation of this first circuit, and, so similar, the second progressive clutch mechanism is also actuated by a second hydraulic circuit, the second manual control member also being a member

  for controlling a second hydraulic modulation distributor

  that of this second circuit, which allows a very flexible and very regular progressiveness of the action of the first and second clutch mechanisms of the cut-off box, and therefore a very flexible and very regular modulation of the slow displacement speeds respectively of the vehicle and

equipment drive.

  The invention also relates to a vehicle

  automobile whose drive motor is intended to turn-

  ner at high speed in order to also drive vehicle equipment, and which is characterized in that it comprises a

  device according to the invention, intended to allow the displacement-

  motor vehicle when the team-

ment is driven by the motor.

  Preferably, such a vehicle also comprises a manual engine control member, intended to maintain a constant engine speed adapted to the optimal drive of the equipment, in particular at the maximum flow rate of the fire pump. The invention will be better understood using a particular embodiment, which will be described below, without limitation, with reference to the single appended figure which shows, schematically, a motor vehicle for fighting fire equipped with a pump

fire.

  The vehicle shown in the single figure comprises a heat engine 1, the output shaft of which is connected via a first transmission shaft 2 to a cut-off box 3, itself connected to the shaft of input of a torque converter gearbox 4, by a second transmission shaft 5 By the two ends of its output shaft, this gearbox 4 transmits the driving power of the vehicle it receives from the box cut-off 3 at the two rear axles 6 and 7, by the drive shafts 8 and 9, as well as at

  front axle 10, by the drive shaft 11.

  This traditional kinematic chain makes it possible to drive the drive wheels of the axles 6,7 and 10, in gear ratios determined by the operation of the gearbox selector 4, while the transmission shafts 2 and 5 are driven to the same speed by motor 1, to allow movement at speed

vehicle speed.

  The cutting box 3 includes a single shaft

  motor input 12, coupled to the first transmission shaft

  sion 2, and which can be coupled to a first output shaft 13 a from the cut-off box 3 by a first mechanism

  progressive clutch 14 of the same cut-off box.

  On the motor input shaft 12 is keyed

  a toothed crown 15 integral with the bell 14 has mechanism

  -clutch gear 14, and which is engaged with a idler gear 16 secured to the bell 17b of a second progressive clutch mechanism 17, which can couple it to a second output shaft 13b of the box switch 3, itself connected to the rotor shaft of a fire pump 18 by a shaft

transmission 19.

  The cut-off box 3 is therefore placed between the engine 1 and the gearbox 4, and it can be secured

  by flanges on one or the other of these two elements.

  The progressive clutch mechanisms 14 and 17 are preferably clutch mechanisms with hydraulic actuation, of a well-known type which it is unnecessary to describe in detail, and the hydraulic circuit of which comprises

  including a tarpaulin or oil tank, a hydraulic pump

  pressurization list, and for each clutch mechanism

  yage 14 and 17, a hydraulic distributor of any suitable type, which allows the modulation of a pressure controlling the progressive clutch of the corresponding clutch mechanism 14 and 17, and itself controlled by a manual control member Ce circuit can also include a radiator and all necessary hydraulic accessories

  which complete the installation of the break box 3.

  In the single figure, we have only shown

  the manual control members 20 and 21 commanding respec-

  progressive clutch mechanisms 14 and 17.

  In the traditional traction configuration, the control member 20 is in a first position, in which the corresponding hydraulic distributor controls the fully engaged position of the clutch mechanism 14, so that the input shaft 12 and the first shaft output 13a rotate at the same speed The vehicle can travel at high speed and its speed is determined by the operation of the gearbox selector

speeds 4.

  When the vehicle has to be moved at very slow speed, around a disaster for example, it suffices to move the manual control member 20 over a range of positions, which, of course, does not cover the first position or engaged position. , in order to order, through the distributor

  corresponding hydraulic system, progressive clutch

  clutch 14, which modulates the slow speed

movement of the vehicle.

  To do this, when the vehicle arrives on the

  scene, it slows down, and the speeds are downshifted

  by the operation of the gearbox selector 4 Then, the manual control member 20 is moved from its

  first position or engaged position, towards the posi-

  corresponding to progressive clutches, and the posi-

  tion chosen in this range allows to adapt the speed

slow vehicle needs.

  As the progressiveness of the clutch mechanism 14, therefore the modulation of the speed of movement of the vehicle, is directly linked to the position of the control member 20, the implementation of the device is very simple, since the only operation of the control member 20 allows the

  transition from the traditional traction configuration (mechanic

  clutch 14 in the engaged position), in the slow speed travel configuration (clutch mechanism 14 in

progressive clutch position).

  Similarly, the operation of the control member 21 makes it possible to control the progressive clutching of the clutch mechanism 17, and therefore the speed of rotation of the second output shaft 13b, which constitutes a power take-off for driving the pump 18 The latter can therefore be engaged without it being necessary to stop the vehicle, as soon as the disaster site approaches, and while the clutch mechanism 14 is still in the fully positioned position

  engaged or already in a progressive clutch position.

  The manual control member 21 can occupy a first position, or disengaged position, in which the corresponding hydraulic distributor controls the disengagement of the mechanism 17, and a second position, or clutched position, in which the hydraulic distributor controls the total clutch. of the mechanism 17, and the transition from one to the other of these two positions takes place gradually, by moving the manual control member 21 over a range of intermediate positions for which the hydraulic distributor

  correspondent gradually controls the clutch of the mechanic

me 17.

  So that the engine speed 1 is constant and adapted to the maximum flow rate of the pump 18, when the manual control member 21 is in the engaged position, the vehicle

  further includes manual throttle control (not shown

  felt), which increases the engine speed 1

to the desired value.

Claims (6)

  1 Device intended to allow movement at slow speed of a motor vehicle, the drive motor (1) of which must rotate at high speed in order also to drive equipment (18> of the vehicle, in particular a vehicle for fighting against fire, the engine (1) of which is intended to drive a fire pump (18), and such that the driving power of the vehicle is transmitted from the engine (1) to the drive wheels via a gearbox gears (4), characterized in that it comprises a cut-off box (3) provided on the one hand with a first progressive clutch mechanism (14), intended to transmit from the engine (1) to the gearbox (4) the driving power of the vehicle, and on the other hand, a second progressive clutch mechanism (17) and a power take-off (13 b) intended to transmit the engine (1) to the (18) power   for driving this equipment (18).   2 Device according to claim 1, characterized.   in that the first progressive clutch mechanism (14) is mounted between, on the one hand, an input shaft (12) of the cut-off box (3) which is connected to the output shaft of the engine ( 1) by at least a first transmission shaft (2), and, on the other hand, a first output shaft (13 a) from the cut-off box (3) which is connected to the input shaft of the gearbox (4) by at least a second transmission shaft (5), and that the second progressive clutch mechanism (17) is mounted between, on the one hand, the input shaft (12) of the cut-off box (3) and, on the other hand, a second output shaft (13 b) from the cut-off box (3) which constitutes the power take-off connected by a third transmission shaft (19) to the equipment to be driven (18).   3 Device according to claim 2, characterized in that the second progressive clutch mechanism (17) comprises a clutch bell (17 b) integral in rotation   a idler gear (16) driven by a solid input wheel (15)   rotating the input shaft (12) of the gearbox break (3).   i O 4 Device according to claim 3, characterized in that the first progressive clutch mechanism (14 'comprises a clutch bell (14a) keyed onto the input shaft (12) of the gearbox cut (3), and nt and integral with the toothed wheel (15) having the shape of a c, nne toothed.   Device according to one of claims 1 to   4, characterized in that the first progressive clutch mechanism (14) is controlled by a first manual control member (20) whose first position corresponds to the state   engaged by the first clutch mechanism (14), and whose displacement   cement in a range of positions and stopping at a position in this range allow modulation and adaptation to requirements   vehicle travel speed as a function of progress   activity of the first clutch mechanism (14) which is directly linked to the position chosen for the manual control member   (20) in this range of positions.   6 Device according to claim 5, characterized in that the first progressive clutch mechanism <i 4) is actuated by a first hydraulic circuit and the first manual control member (20) is a control member of a first distributor of hydraulic modulation of this first circuit,   7 Device according to one of claims 1 to   6, characterized in that the second prJgres sif clutch mechanism (17) is controlled by a second manual control member (21), of which a first and a second position o) correspond respectively to the disengaged and engaged states of i ' equipment   (18) and whose displacement on a position bending: intermediate   diaries between the first and second positions and i arcét on a position in this range allow modules and to adapt to the needs the drive speed of the equipment -i 8) according to the progressiveness of the second em mechanism: rcayage (17) which is directly linked to the position ók As'e for the second manual control member (2 i) in this range of intermediate positions.   8 Device according to claim 7, characterized in that the sornrd progressive clutch mechanism (17) is actuated by a second hydraulic circuit and the second manual control member (21) is a control member of a second modulation distributor hydraulic of this second hydraulic circuit. 9 Motor vehicle, the drive motor (M) of which is intended to rotate at high speed in order also to drive vehicle equipment (18), in particular a vehicle   of fire fighting whose engine is intended to drive   ner a fire pump, and such that the driving power of the vehicle is transmitted from the engine (1) to the drive wheels via a gearbox (4), characterized   in that it comprises a device according to one of the claims   1 to 8 above, intended to allow the slow-moving of the motor vehicle when the equipment   (18) is driven by the motor (1).   Vehicle according to claim 9, characterized in that it comprises a manual engine control member,   designed to maintain a constant engine speed suitable for training   optimal handling of the equipment (18), in particular at maximum flow of the fire pump.