^37952 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種動力耦合機構，尤指一種可增加摩 擦叙合效果之動力搞合機構。 【先前技術】 對於一般車輛而言，不論是汽車或是機車，其動力系 統中均組設有—動力耦合機構，用以傳輸引擎動力至傳動 10 系統。例如台灣發明專利第1255242號所揭露之—種混合動 力機車之架構，其專利主要說明當其動力耗合機構未^ &時’車輛行駛時所需的動力係單獨由電動機供應，而冬 動力耗合機構被搞合時，車輛行驶時所需的動力係由引二 與電動機同時供應輸出，或是單獨由引擎輸出，且引擎若 15 有多餘之旋轉動力，尚可傳遞至電動機發電如 電動機之續航力。 曰加 上述混合動力機車之動力耗合機構係由離心離合器所 組成，而離心離合器的接合面係為徑向接合面，利 20 Γ件㈣速超過一特定轉速時，藉由旋轉離心力： 生：：向推力來壓合離合器驅動件與從動件之 力\再利用驅動件與從動件之接合面上的磨擦力來傳輸動 上述徑向接合面之離心離合器，其接合 ==較差。尤其在低轉速時，因離心 ：， 使^加在磨擦片上的力量也較小，因此接合面上可產生 5 1337952 的磨擦力也相對較小。此外，再加上動力系統内空間之限 制’其磨擦片的面積也受到限制，故整體可傳遞動能的J 量也相對有限。 由上說明，上述徑向接合面之離心離合器，其傳動戈 率較差’對於注重動力傳遞效率之混合動力機車來說，並 非十分理想，尚有改善之空間。 ” 發明人緣因於此’本於積極發明之精神，亟思一種可 以解決上述問題之動力#合機冑，幾經研究實驗終至完成 此項嘉惠世人之本發明。 【發明内容】 本發明係有關於-種動力耗合機構，其係組設於機車 之-曲柄軸、及-入力軸上，動力搞合機構包括有：一驅 動盤組、及一傳動盤組。 15 1述驅動盤組包括有-驅動盤、-壓板蓋、一壓板、 -彈性件、及一飛重’其中，驅動盤係固設於曲柄軸上並 丨同轉動’壓板蓋則固設於驅動盤上並—同轉動，而壓板 係車由向滑設於壓板蓋上，至於飛重係藉由一滚子樞設於壓 板蓋上並一同轉動，彈性件則失設於壓板與驅動盤之間， 20 用以提供壓板一預力。 上述傳動盤組包括有一傳動盤、及一磨擦盤，傳動盤 係固設於入力轴上並-同轉動，而磨擦盤則轴向滑設於該 傳動盤上。其中，當飛重轉動所產生之離心力大於該預力 6 1337952 時，可迫使滚子滑移壓擎壓板去壓合磨擦盤，並使磨擦盤 也壓合驅動盤，進而促使入力軸與曲柄軸相互耦合。 藉此，本發明係將離心力經由槓桿的作用放大施加於 接合面，使接合面能有更大的摩擦力，且此種利用槓桿作 5動方式將徑向離心力轉換成軸向推力，可以軸向接合面來 傳遞動力，再加上軸向接合面有較大之接合面積，故可有 效加大整體傳遞動能之容量。 此外，本發明可更包括一第一磨擦片，其係貼設於磨 擦盤對應於驅動盤之一面，俾增加磨擦盤與驅動盤相互壓 10合時之磨擦力。另本發明也可更包括一第二磨擦片，其係 貼设於磨擦盤對應於壓板之一面，俾增加磨擦盤與壓板相 互壓合時之磨擦力。當然，也可不需該等第一磨擦片、第 二磨擦片，而直接於磨擦盤、驅動盤、及壓板之相對應之 外表面开^成粗縫面，也可達到增加相互壓合時之磨擦力之 15 功效。 另外’上述磨擦盤與傳動盤二構件係藉由一對齒槽結 構相互嚙合滑設，俾使磨擦盤可軸向滑設於傳動盤上。且 麼板蓋與壓板二構件也係藉由另一對齒槽結構相互嚙合滑 設’俾使壓板可軸向滑設於壓板蓋上。 !0 再者，上述彈性件可為一壓縮彈簧 '或其他等效之元 件’俾可提供壓板一預力β 又’本發明可搭配一機車混合動力系統使用，該機車 混合動力系統係耦合至該曲柄軸上並將其旋轉動力傳遞至 一機車驅動輪’機車混合動力系統包括有：一耦合至機車 7 °動輪之出力軸、一連結於入力軸與出力軸間之變速機 構、一與曲柄轴樞接之第”電動機、以及一與入力轴框接 電動機藉此，當機車咼逮行駛時，即動力耗合機 5構耗合時’由第―電動機所驅動之引擎曲柄轴之動力可傳 5輸^入力軸，俾增加整體機車之動力輸出，·另當機車於低 速行駛時，即動力耦合機構未耦合時，則整體機車之動力 僅由第一電動機所驅動之入力軸提供，因此，可使機 車在不同行駛狀態下，皆能以最佳能量消耗率的狀態下輸 出動能以驅動機車行走。 此外，上述機車之出力軸與機車驅動輪之間可更組設 有一減速齒輪組，俾可提高扭力驅動機車驅動輪。 ^再者，上述變速機構可為一無段變速機構、或其他等 j之機構。另機車驅動輪可為-機車後輪、也可為-機車 前輪，視該機車於動力傳遞設計上採後輪、或前輪帶動而 15 定。 【實施方式】 麻:參閱圖1、及圖2係分別為本發明動力耦合機構一較 佳貝知例之動力分離時、及動力結合時示意圖。本實施例 20之動力輕合機構係組設於機車之—曲柄轴H、及一入力袖 上動力耦合機構包括有：—驅動盤組3〇、及一傳動盤 組40。 女圖1所不，驅動盤組3〇包括有一驅動盤3丨、一壓板蓋 ^板33 #性件34、及-飛重35。驅動盤31係固 8 1337952 、 設於曲柄軸11上，驅動盤μ並隨同曲柄軸n轉動。壓板蓋 32則固設於驅動盤31上，壓板蓋32並隨同驅動盤31轉動。 另壓板33與壓板蓋32係藉由一對齒槽結構38相互滑設，亦 即壓板33係軸向滑設於壓板蓋32上。 5 飛重35係藉由一滾子36樞設於壓板蓋32上，飛重35、 滾子36並隨同壓板蓋32轉動，亦即驅動盤組3〇之驅動盤 31、壓板蓋32、壓板33、彈性件34、及飛重35等構件皆隨 同曲柄軸11 一起轉動。另彈性件34係夾設於壓板33與驅動 盤3丨之間，用以提供壓板3 3 —預力。在本實施例中，該彈 • 1〇性件34係為一壓縮彈簧。 此外，傳動盤組40則包括有一傳動盤41、一第一磨擦 片46、一第二磨擦片π、及一磨擦盤42。其中，傳動盤41 係固設於入力軸17上，傳動盤41並隨同入力軸17轉動。而 磨擦盤42與傳動盤41係藉由一對齒槽結構48相互滑設，亦 15 即磨擦盤42係軸向滑設於傳動盤4 1上。另第一磨擦片46係 貼設於磨擦盤42對應於驅動盤3 1之一面上，可增加磨擦盤 42與驅動盤31相互壓合時之磨擦力。而第二磨擦片47則貼 春1 6又於磨擦盤42對應於壓板3 3之一面上，可增加磨擦盤42與 壓板3 3相互壓合時之磨擦力。 20 如圖1所示，當曲柄軸11之轉速未達到一預定轉速時， 飛重35轉動所產生之離心力仍未大於彈性件34所產生之預 力’亦即驅動盤組30之驅動盤31與傳動盤組40磨擦盤42上 之第一磨擦片46並未結合’故此時動力搞合機構並未耗 合’表示曲柄軸11之旋轉動力並未傳送至入力軸17。 9 1337952 如圖2所不，當曲柄軸丨丨之轉速已達到一預定轉速時， 則飛重35轉動所產生之離心力大於彈性件34所產生之預 力，可迫使滾子36向右滑移壓掣壓板33，壓板33再去壓合 磨擦盤42上之第二磨擦片47，並使磨擦盤42上之第一磨擦 5片46去壓合驅動盤組30之驅動盤31，亦即驅動盤組30與傳 動盤組40相互結合，進而促使入力軸丨7與曲柄軸丨丨相互耦 合’表示曲柄軸11之旋轉動力可以傳送至入力軸17。 藉此，本實施例將離心力經由槓桿的作用放大施加於 接合面，使接合面能有更大的摩擦力，且此種利用槓桿作 10 動方式將徑向離心力轉換成軸向推力，可以軸向接合面來 傳遞動力’再加上軸向接合面有較大之接合面積，故可有 效加大整體傳遞動能之容量，亦即本實施例可以較有效率 之方式傳送較大量曲柄軸11之旋轉動力至入力軸17。 請一併參閱圖3、及圖4分別係本發明搭配一機車混合 15 動力系統使用之示意圖、及其系統架構圖。本實施例之動 力耦合機構當與一機車混合動力系統搭配使用時，該機車 混合動力系統係耦合至機車引擎1之曲柄軸丨丨上並將其旋 轉動力傳遞至一機車驅動輪21。 機車混合動力系統包括有：一耦合至該機車驅動輪2 j 20 之出力軸18、一連結於該入力軸17與該出力軸18間之變速 機構、一與該機車引擎1之曲柄軸11樞接之第一電動機2、 一與該入力軸17樞接之第二電動機3、一提供第一電動機2 與第二電動機3電力之電池4、一組設於出力軸18與機車驅 動輪21間之減速齒輪組16、以及一與第一電動機2、第二電 10 1337952 動機3及電池4相互電連接之控制器5。在本實施例令，該機 車驅動輪21係指該機車後輪’該變速機構係為一無段變速 機構。 如圖3所示’第一電動機2係與機車引擎1之曲柄軸1〖框 5 接，而第二電動機3則與入力軸17樞接，變速機構係連結於 入力軸17與出力軸1 8之間。至於驅動盤3丨係固設於曲柄軸 11上，驅動盤31並隨同曲柄軸n轉動，而傳動盤41係固設 於入力軸17上，傳動盤μ並隨同入力軸17轉動。且出力軸 • 18與機車驅動輪21之間組設有一減速齒輪組16，亦即出力 10軸Μ係經由減速齒輪組16再耦合至機車驅動輪21，俾可提 兩扭力驅動機車驅動輪2 1。 此外，變速機構於本實施例中係指一無段變速機構， 其包括有一 _件121、一滑動驅動件122、一滾珠123、一 傳動件142 ' -滑動傳動件i4卜以及一傳動件彈著⑷。其 15中，驅動件121及滑動驅動件122均軸向組設於入力㈣ 上’且入力軸17之旋轉促使滾珠123以其離心力而推頂滑動 艇動件122{入力軸17作軸向移動。同樣的，傳動件⑷及 滑動傳動件141均車由向組設於出力軸18上，且傳動件彈簧 Γ係以其彈力而推頂滑動傳動件⑷沿出力軸⑽軸向移 5青參閱圖4，告太每·, 八 貫靶例之動力耦合機構當與一機車混 〇動力糸統搭配使用時， 機車行駛之動力僅u _機車於低速行駛時，此時驅動 器5可控制電池4提供機3供應就足夠’因此’控制 电力給第二電動機3’直接以第二電動 ^^/952 ^^/952^37952 IX. INSTRUCTIONS: TECHNICAL FIELD The present invention relates to a power coupling mechanism, and more particularly to a power engagement mechanism that can increase the friction and refinement effect. [Prior Art] For a general vehicle, whether it is a car or a locomotive, a power coupling mechanism is provided in the power system for transmitting engine power to the transmission 10 system. For example, the structure of a hybrid locomotive disclosed in Taiwan Patent No. 1,255,242, the patent of which mainly states that when the power consumption mechanism is not used, the power required for the vehicle to travel is separately supplied by the motor, and the winter power When the consumption mechanism is engaged, the power required for the vehicle to travel is supplied by the second and the motor simultaneously, or output by the engine alone, and if the engine 15 has excess rotational power, it can be transmitted to the motor to generate electricity such as an electric motor. Endurance. The power absorbing mechanism of the hybrid locomotive is composed of a centrifugal clutch, and the joint surface of the centrifugal clutch is a radial joint surface, and the centrifugal force is rotated by the rotation of the centrifugal force when the speed exceeds a certain speed. : Pressing the force of the clutch driver and the follower against the thrust, and reusing the frictional force on the joint surface of the drive member and the follower to transmit the centrifugal clutch of the radial engagement surface, the engagement == is poor. Especially at low speeds, because of the centrifugal force, the force applied to the friction plate is also small, so the frictional force of 5 1337952 on the joint surface is relatively small. In addition, the space inside the power system is limited to the area of the friction plate, so the amount of kinetic energy that can be transmitted as a whole is relatively limited. As described above, the centrifugal clutch of the above-mentioned radial joint surface has a poor transmission efficiency. It is not ideal for a hybrid locomotive that emphasizes power transmission efficiency, and there is room for improvement. "Inventor's reason for this" is based on the spirit of active invention, and a kind of motivation that can solve the above problems #合机胄, after several research experiments to complete the invention of this Jiahui people. [Summary of the Invention] The power consumption mechanism is set on the crankshaft of the locomotive and the input shaft, and the power engagement mechanism comprises: a drive panel and a drive panel. The utility model comprises a driving disc, a pressing plate cover, a pressing plate, an elastic member and a flying weight, wherein the driving plate is fixed on the crank shaft and rotates together, and the pressing plate cover is fixed on the driving plate and the same Rotating, and the press plate is slidably disposed on the pressure plate cover, and the flyweight is pivoted on the pressure plate cover by a roller and rotates together, and the elastic member is lost between the pressure plate and the drive plate, 20 Providing a pressure plate and a pre-force. The transmission disk assembly includes a drive plate and a friction plate, the drive plate is fixed on the input shaft and rotates together, and the friction plate is axially slidably disposed on the drive plate. When the weight of the fly is generated, the centrifugal force is greater than the pre-force 6 1337952, the roller can be forced to slide the pressure plate to press the friction disk, and the friction disk is also pressed against the drive plate, thereby causing the input shaft and the crank shaft to be coupled with each other. Thereby, the present invention is to centrifugal force via the lever The function is applied to the joint surface to make the joint surface have more frictional force, and the lever is used as a 5-way method to convert the radial centrifugal force into an axial thrust force, and the axial joint surface can transmit the power, and the shaft is added. The joint surface has a large joint area, so that the capacity of the overall transfer kinetic energy can be effectively increased. Further, the present invention can further include a first friction sheet attached to the friction disc corresponding to one side of the drive disc, and the crucible is increased. The friction force of the friction disc and the driving disc are pressed against each other. The invention may further comprise a second friction sheet which is attached to the friction disc corresponding to one surface of the pressing plate, and increases the friction disc and the pressing plate when pressing each other. The frictional force. Of course, the first friction plate and the second friction plate are not required, and the rough surface is directly opened on the corresponding outer surface of the friction disk, the driving disk and the pressure plate, and the mutual increase can also be achieved. In addition, the frictional force of 15 is effective. In addition, the above-mentioned friction disc and the two components of the transmission disc are mutually meshed and slid by a pair of cogging structures, so that the friction disc can be axially slidably disposed on the transmission disc. The two members of the cover and the pressure plate are also meshed with each other by a pair of cogging structures. The pressure plate can be axially slidably disposed on the pressure plate cover. !0 Further, the elastic member can be a compression spring or other. The utility component '俾 can provide a pressure plate-pre-force β and 'the invention can be used with a locomotive hybrid system coupled to the crankshaft and transmitting its rotational power to a locomotive drive wheel' locomotive The hybrid system includes: a power output shaft coupled to the 7° moving wheel of the locomotive, a shifting mechanism coupled between the input shaft and the output shaft, a first motor coupled to the crank shaft, and a motor coupled to the input shaft. Therefore, when the locomotive is caught, that is, when the power consumption machine 5 is consuming the same time, the power of the crankshaft of the engine driven by the first motor can transmit 5 input and output shafts, and increase the power output of the overall locomotive. Fake When the vehicle is running at low speed, that is, when the power coupling mechanism is not coupled, the power of the overall locomotive is only provided by the input shaft driven by the first motor, so that the locomotive can achieve the optimal energy consumption rate under different driving conditions. The kinetic energy is output to drive the locomotive to walk. In addition, a reduction gear set may be further disposed between the output shaft of the locomotive and the locomotive driving wheel, and the torque driving locomotive driving wheel may be improved. Further, the shifting mechanism may be a stepless shifting mechanism or other mechanism. The other locomotive drive wheel can be the locomotive rear wheel or the locomotive front wheel, depending on whether the locomotive is driven by the rear wheel or the front wheel. [Embodiment] Hemp: Referring to Fig. 1 and Fig. 2, respectively, a schematic diagram of the power coupling mechanism of the present invention, which is better than the power separation, and the power combination. The power coupling mechanism of the embodiment 20 is set on the crankshaft H of the locomotive and the power coupling mechanism of the input sleeve includes: a driving disk group 3〇, and a transmission disk group 40. In the case of Fig. 1, the drive disk unit 3 includes a drive plate 3, a plate cover 33, a member 34, and a flyweight 35. The drive plate 31 is fastened to the crankshaft 11 and is driven to rotate with the crankshaft n. The platen cover 32 is fixed to the drive plate 31, and the platen cover 32 is rotated along with the drive plate 31. The pressure plate 33 and the pressure plate cover 32 are slidably coupled to each other by a pair of cogging structures 38, that is, the pressure plate 33 is axially slidably disposed on the pressure plate cover 32. 5 The flyweight 35 is pivotally mounted on the pressure plate cover 32 by a roller 36. The flyweight 35 and the roller 36 rotate along with the pressure plate cover 32, that is, the drive plate 31, the pressure plate cover 32 and the pressure plate of the drive disk unit 3〇. 33. The elastic member 34 and the flyweight 35 are all rotated together with the crank shaft 11. The elastic member 34 is interposed between the pressure plate 33 and the driving plate 3A to provide a pressure plate 3 3 - preload. In the present embodiment, the elastic member 34 is a compression spring. In addition, the drive plate set 40 includes a drive plate 41, a first friction plate 46, a second friction plate π, and a friction disk 42. The drive plate 41 is fixed to the input shaft 17, and the drive plate 41 rotates along with the input shaft 17. The friction disc 42 and the driving disc 41 are slidably disposed by a pair of cogging structures 48, and the friction disc 42 is axially slidably disposed on the driving disc 41. Further, the first friction plate 46 is attached to one surface of the friction disk 42 corresponding to the driving disk 31, and the frictional force when the friction disk 42 and the driving disk 31 are pressed against each other can be increased. The second friction plate 47 is attached to the spring 16 and the friction disk 42 corresponds to one surface of the pressure plate 3 3 , and the friction force when the friction disk 42 and the pressure plate 3 3 are pressed together can be increased. 20, as shown in FIG. 1, when the rotational speed of the crankshaft 11 does not reach a predetermined rotational speed, the centrifugal force generated by the rotation of the flyweight 35 is still not greater than the pre-force generated by the elastic member 34, that is, the drive plate 31 of the drive disk assembly 30. The first friction piece 46 on the friction disk 42 of the drive disk group 40 is not combined. Therefore, the power engagement mechanism is not dissipated at this time, indicating that the rotational power of the crankshaft 11 is not transmitted to the input shaft 17. 9 1337952 As shown in Fig. 2, when the rotational speed of the crankshaft has reached a predetermined rotational speed, the centrifugal force generated by the rotation of the flyweight 35 is greater than the pre-force generated by the elastic member 34, and the roller 36 can be forced to slide to the right. Pressing the pressing plate 33, the pressing plate 33 is further pressed to press the second friction piece 47 on the friction disk 42, and the first friction 5 pieces 46 on the friction disk 42 are pressed to drive the driving plate 31 of the driving disk group 30, that is, the driving The disk assembly 30 and the drive plate group 40 are coupled to each other to urge the input shaft 7 and the crank shaft to be coupled to each other', indicating that the rotational power of the crank shaft 11 can be transmitted to the input shaft 17. Thereby, in this embodiment, the centrifugal force is applied to the joint surface by the action of the lever, so that the joint surface can have a larger frictional force, and the lever is used to convert the radial centrifugal force into the axial thrust force by the 10th motion. The power is transmitted to the joint surface. In addition, the axial joint surface has a large joint area, so that the capacity of the overall transfer kinetic energy can be effectively increased, that is, the embodiment can transmit a larger amount of the crankshaft 11 in a more efficient manner. Rotating power to the input shaft 17. Please refer to FIG. 3 and FIG. 4 respectively for a schematic diagram of the use of the hybrid power system of the present invention with a locomotive, and a system architecture diagram thereof. When the power coupling mechanism of the present embodiment is used in conjunction with a locomotive hybrid system, the locomotive hybrid system is coupled to the crankshaft of the locomotive engine 1 and transmits its rotational power to a locomotive drive wheel 21. The locomotive hybrid system includes: a power output shaft 18 coupled to the locomotive driving wheel 2 j 20 , a shifting mechanism coupled between the input power shaft 17 and the power output shaft 18 , and a crank shaft 11 pivoting with the locomotive engine 1 The first motor 2, a second motor 3 pivotally connected to the input shaft 17, a battery 4 for supplying electric power of the first motor 2 and the second motor 3, and a set of the motor 4 are disposed between the output shaft 18 and the locomotive driving wheel 21. The reduction gear set 16 and a controller 5 electrically connected to the first motor 2, the second electric 10 1337952, and the battery 4 are electrically connected to each other. In the present embodiment, the locomotive drive wheel 21 refers to the rear wheel of the locomotive. The shifting mechanism is a stepless shifting mechanism. As shown in FIG. 3, the first motor 2 is connected to the crankshaft 1 of the locomotive engine 1, and the second motor 3 is pivotally connected to the input shaft 17. The shifting mechanism is coupled to the input shaft 17 and the output shaft 18. between. As for the drive plate 3, the drive plate 31 is fixed to the crank shaft 11, and the drive plate 31 is rotated along with the crank shaft n, and the drive plate 41 is fixed to the input shaft 17, and the drive plate 51 is rotated along with the input shaft 17. And a reduction gear set 16 is arranged between the output shaft 18 and the locomotive drive wheel 21, that is, the output 10 axis 再 is recoupled to the locomotive drive wheel 21 via the reduction gear set 16, and the two torque drives the locomotive drive wheel 2 1 . In addition, the shifting mechanism is referred to as a stepless shifting mechanism in the present embodiment, and includes a _ member 121, a sliding driving member 122, a ball 123, a transmission member 142' - a sliding transmission member i4 and a transmission member (4). In the 15th, the driving member 121 and the sliding driving member 122 are axially assembled on the input force (4) and the rotation of the input shaft 17 causes the ball 123 to push the sliding boat 122 with its centrifugal force. {The input shaft 17 moves axially. . Similarly, the transmission member (4) and the sliding transmission member 141 are respectively disposed on the output shaft 18, and the transmission member spring is urged by its elastic force to push the sliding transmission member (4) axially along the output shaft (10). 4. The power coupling mechanism of the singular target, when used with a locomotive hybrid power system, the power of the locomotive is only u _ locomotive at low speed, at this time the drive 5 can control the battery 4 to provide The supply of the machine 3 is sufficient to 'control' the power to the second motor 3' directly to the second electric ^^/952 ^^/952
:直驅動入力軸17 ’進而帶動出夕軸18旋轉’再傳輸動力至 人· .½動輪2】。在此低速行駛時，動力搞合機構係在未麵 5之狀態’亦即人力軸17與之曲柄軸似未輕合，機 車之行駛動力係由第二電動機3提供。: The straight drive shaft 17' drives the yoke 18 to rotate and re-transmits the power to the .1⁄2 moving wheel 2]. At this low speed running, the power engagement mechanism is in the state of no face 5, i.e., the manual shaft 17 is not lightly coupled to the crankshaft, and the driving power of the locomotive is provided by the second motor 3.
旦當機車於令、高速行駛時，第二電動機3之動力輸出能 里已不足供應給機車於中、高速行驶之需求，必須由輸出 二力較大之引擎1供應。故當機車於中、高速行駛時，控制 以先控制電池4提供電力給第一電動機2、進而啟動引擎 1 ’待引擎1之曲柄軸U轉速❹卜預定轉速時，即其轉速 可使驅動盤組30與傳動盤組4〇相互結合時，便促使入力軸 丨7與曲柄軸11相互耦合，表示曲柄軸u之旋轉動力可以傳 &至入力轴17 ’故可由引擎1之動力來驅動機車驅動輪21， 使機車可於中、高速狀態下行駛。 15 另外，機車駕駛者也可再依不同之行敬狀態，以控制 岛5控制僅以引擎1之動力來驅動機車驅動輪2卜或者以引 擎1再加上第二電動機3之動力來驅動機4驅動輪21，不論 在那-種情況’此時動力耦合機構皆在耦合之狀態，亦即 驅動盤組30與傳動盤組简在相互結合之狀態，而本實施 20 例：動力耦合機構如同前述，可以較有效率之方式傳送較 大量曲柄軸11之旋轉動力至入力軸17上。 上述實施例僅係為了方便說明而舉例而已，本發明所 主張之相利It圍自應以巾請專利範圍所述為準，而非僅 於上述實施例。 ^ 12 1337952 【圖式簡單說明】 .. 圖1係本發明一較佳實施例之動力分離示意圖。 圖2係本發明一較佳實施例之動力結合示意圓。 圖3係本發明搭配一機車混合動力系統使用之示意圖。 5 圖4係本發明搭配一機車混合動力系統使用之系統架構圖。When the locomotive is at a high speed, the power output of the second electric motor 3 is insufficient to supply the locomotive to the medium and high speed driving, and must be supplied by the engine 1 having a larger output. Therefore, when the locomotive is driving at medium and high speeds, the control first controls the battery 4 to supply power to the first motor 2, and then starts the engine 1 'the crankshaft U of the engine 1 is rotated at a predetermined speed, that is, the rotation speed thereof enables the drive disk When the group 30 and the drive plate group 4 are combined with each other, the input shaft 7 and the crank shaft 11 are coupled to each other, and the rotational power of the crank shaft u can be transmitted to the input shaft 17 ', so that the power of the engine 1 can drive the locomotive. The drive wheel 21 allows the locomotive to travel at medium and high speeds. In addition, the locomotive driver can also control the island 5 control only by the power of the engine 1 to drive the locomotive drive wheel 2 or the engine 1 plus the power of the second motor 3 to drive the machine. 4 drive wheel 21, in the case of the case where the power coupling mechanism is in a coupled state, that is, the drive disk group 30 and the drive disk group are in a state of being combined with each other, and the present embodiment 20: the power coupling mechanism is like In the foregoing, the rotational power of the larger amount of the crankshaft 11 can be transmitted to the input shaft 17 in a more efficient manner. The above-described embodiments are merely examples for convenience of explanation, and the claimed embodiments of the present invention are based on the scope of the patent application, and are not limited to the above embodiments. ^ 12 1337952 [Simple Description of the Drawings] Fig. 1 is a schematic diagram of the power separation of a preferred embodiment of the present invention. 2 is a schematic diagram of a power combining schematic circle in accordance with a preferred embodiment of the present invention. 3 is a schematic view of the use of the present invention in conjunction with a locomotive hybrid system. 5 Figure 4 is a system architecture diagram of the present invention used in conjunction with a locomotive hybrid system.
【主要元件符號說明】 1 機車引擎 2 第一電動機 3 第二電動機 4 電池 5 控制器 11 曲柄軸 13 皮帶 16 減速齒輪組 17 入力軸 18 出力軸 21 機車驅動輪 30 驅動盤組 3 1 驅動盤 32 壓板蓋 33 壓板 34 彈性件 35 飛重 36 滾子 38,48 齒槽結構 40 傳動盤组 41 傳動盤 42 磨擦盤 46 第一磨擦片 47 第二磨擦片 121 驅動件 122 滑動驅動 牛 123 滚珠 141 滑動傳動件 142 傳動件 143 傳動件彈黃 13[Main component symbol description] 1 locomotive engine 2 First motor 3 Second motor 4 Battery 5 Controller 11 Crankshaft 13 Belt 16 Reduction gear set 17 Input shaft 18 Output shaft 21 Locomotive drive wheel 30 Drive disc set 3 1 Drive disc 32 Platen cover 33 Pressure plate 34 Elastic member 35 Flyweight 36 Roller 38, 48 Cogging structure 40 Drive plate set 41 Drive plate 42 Friction disk 46 First friction plate 47 Second friction plate 121 Drive member 122 Sliding drive Bull 123 Ball 141 Sliding Transmission member 142 transmission member 143 transmission member spring yellow 13