US20130138307A1 - Drop Box for Powertrain - Google Patents
Drop Box for Powertrain Download PDFInfo
- Publication number
- US20130138307A1 US20130138307A1 US13/728,466 US201213728466A US2013138307A1 US 20130138307 A1 US20130138307 A1 US 20130138307A1 US 201213728466 A US201213728466 A US 201213728466A US 2013138307 A1 US2013138307 A1 US 2013138307A1
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- US
- United States
- Prior art keywords
- coupler
- gear
- transmission
- output shaft
- coupling mechanism
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19023—Plural power paths to and/or from gearing
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19023—Plural power paths to and/or from gearing
- Y10T74/19074—Single drive plural driven
- Y10T74/19079—Parallel
- Y10T74/19084—Spur
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19023—Plural power paths to and/or from gearing
- Y10T74/19126—Plural drivers plural driven
- Y10T74/19135—Spur
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
An output transfer group, or drop box, can include a housing and a gear transfer train, rotatably supported within the housing, that includes an input gear adapted for enmeshing engagement with a transmission output shaft and a gear transfer output shaft that is rotatable upon rotation of the input gear. A coupler can be provided that includes a hub rotatively coupled with the gear transfer output shaft, a bearing carrier, a coupler output shaft rotatively coupled to the bearing carrier, and a coupling mechanism rotatively coupled to the bearing carrier. The coupling mechanism can be movable between an engaged position, wherein the coupling mechanism is rotatively coupled to the hub, and a disengaged position, wherein the coupling mechanism is disengaged from the hub. A solenoid can be arranged with the coupling mechanism to selectively move the coupling mechanism from the disengaged position to the engaged position.
Description
- This patent disclosure relates generally to a powertrain and, more particularly to a powertrain for a well service rig having an engine transmission power module and an output transfer group.
- Well service rigs can be used for a variety of tasks at oil and gas well sites, including, for example, swabbing, installing, and pulling a tube and sucker rod via large, chassis-mounted draw works. The well service rig can include a powertrain having an engine and a transmission that both provides propulsion to the vehicle drive line as well as driving the winches of the draw works. Downstream of the transmission, an output transfer gear group, or drop box, can be provided to couple and decouple the two drive lines from the engine-transmission power module. Existing drop boxes have been controlled by manually operating couplers to couple/decouple the drive lines. Control of the drop box can be difficult, leading to situations where the drop box and the transmission can be operated inefficiently and/or damaged.
- The disclosure describes, in one aspect, an output transfer gear group, i.e. a drop box, including a housing and a gear transfer train rotatably supported within the housing. The gear transfer train can include an input gear adapted for enmeshing engagement with a transmission output shaft and a gear transfer output shaft which is rotatable upon rotation of the input gear. A coupler can be provided that includes a hub rotatably coupled with a distal end of the gear transfer output shaft, a bearing carrier, a coupler output shaft supported within the bearing carrier and rotatively coupled thereto, and a coupling mechanism rotatively coupled to the bearing carrier. The coupling mechanism can be movable between an engaged position, wherein the coupling mechanism is rotatively coupled to the hub such that rotation of the hub rotates the bearing carrier and the coupler output shaft, and a disengaged position, wherein the coupling mechanism is disengaged from the hub. A solenoid can be arranged with the coupling mechanism to selectively move the coupling mechanism from the disengaged position to the engaged position.
- In another aspect, a coupler for an output transfer gear group can be provided that includes a hub adapted for rotative coupling with an output shaft, a bearing carrier, a coupler output shaft supported within the bearing carrier and rotatively coupled thereto, and a coupling mechanism rotatively coupled to the bearing carrier. The coupling mechanism can be movable between an engaged position, wherein the coupling mechanism is rotatively coupled to the hub such that rotation of the hub rotates the bearing carrier and the coupler output shaft, and a disengaged position, wherein the coupling mechanism is disengaged from the hub. A solenoid can be arranged with the coupling mechanism to selectively move the coupling mechanism from the disengaged position to the engaged position.
- In yet another aspect of the disclosure, a controller for an output transfer gear group can be provided. The output transfer group can be operably connected to a transmission which includes at least a neutral position, a forward drive position, and a park position. The output transfer gear group can include first and second couplers associated with first and second drive lines, respectively, for selectively coupling the transmission to the first and second drive lines. The controller can include a computer readable program code embodied therein for receiving a signal from a user to engage the first coupler, signaling the transmission to shift to the park position, signaling the output transfer gear group to disengage the second coupler, sensing the position of the second coupler to determine the second coupler is disengaged, signaling the output transfer gear group to engage the first coupler, and sensing the position of the first coupler to determine the first coupler is engaged.
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FIG. 1 is a diagrammatic view of a powertrain of a well service rig. -
FIG. 2 is a front elevational view of a drop box for use in the powertrain ofFIG. 1 . -
FIG. 3 is a rear elevational view of the drop box ofFIG. 2 . -
FIG. 4 is a cross-sectional view taken along line 4-4 inFIG. 2 . -
FIG. 5 is a perspective view of a first end of a coupler of the drop box ofFIG. 2 . -
FIG. 6 is a perspective view of a second end of the coupler ofFIG. 5 . -
FIG. 7 is a partially exploded view of the coupler ofFIG. 5 . -
FIG. 8 is a sectional view of the coupler ofFIG. 5 with a coupling mechanism of the coupler in an engaged position. -
FIG. 9 is a view similar toFIG. 8 , but with the coupling mechanism in a disengaged position. -
FIG. 10 is a cross-sectional view taken along line 10-10 inFIG. 9 . -
FIG. 11 is a perspective view of a sliding collar of the coupling mechanism of the coupler ofFIG. 5 . -
FIG. 12 is a block diagram of a control system for the transmission and drop box ofFIG. 1 . -
FIG. 13 is a diagrammatic view of a solenoid assembly for controlling the drop box shown with the drop box in a neutral position. -
FIG. 14 is a view similar toFIG. 13 showing the drop box in a drive mode. -
FIG. 15 is a view similar toFIG. 13 showing the drop box in a well-service mode. -
FIG. 16 is a front elevational view of another embodiment of a drop box suitable for use in a powertrain of a well service rig. -
FIG. 17 is a rear elevational view of the drop box ofFIG. 16 . -
FIG. 18 is a side elevational view of the drop box ofFIG. 16 with a portion thereof cut away for illustrative purposes. - Turning now to the Figures, in one embodiment, a well
service rig 35 can be supported for movement along the ground or any suitable support surface by at least a pair of tire andaxle assemblies rear portions rig 35. In the illustrated embodiment, thewell service rig 35 includes a pair of front tire andaxle assemblies axle assemblies axle assembly - The frame of the
rig 35 can support adraw works assembly 50. Thedraw works assembly 50 can include awinch 52 for selectively operating asand line 54 and amain line 56. A telescoping mast can be provided that is outfitted with amast pulley 59 at its distal end, over which thesand line 54 and themain line 56 extend, and that supports a block and tackle 61 therefrom. The telescoping mast can also support one or more baskets therefrom, such as, a rod basket and a tube basket, for example. The frame of therig 35 can also support other conventional equipment for servicing a well, such as a working platform and a plurality of jacks, for example. The jacks can be hydraulically-operated and operable to support thewell service rig 35 such that the tire and axle assemblies 38, 39, 44, 45, 46 are elevated from the surface upon which the well service rig 35 rests when thewell service rig 35 is in a well-servicing mode. - The frame can further support in a conventional manner a
powertrain 70 for selectively providing driving rotation to at least one of the tire andaxle assemblies draw works assembly 50. Thepowertrain 70 can include anengine 72, atransmission 74 mounted to the engine to comprise an engine-transmission power module 76 and an output transfer gear group, i.e., adrop box 80 mounted to thetransmission 74. - The engine-
transmission power module 76 can be any suitable power module known in the art. For example, in one embodiment, the transmission can include eight forward gears and one reverse gear, a neutral position, a no-clutch neutral position, and a park position. When the transmission is in the neutral position, the non-clutch neutral position, or the park position, the transmission output shaft does not rotate even though the engine may be running The eight forward gears can each have a different gear ratio to generate different transmission output shaft speed ratios. In other embodiments, the transmission can include a different number of forward gears, such as six, for example. - The
drop box 80 can be disposed downstream of thetransmission 74 and can be integral therewith. Thedrop box 80 can provide propulsion to therig 35 via avehicle drive line 82 and drive thedraw works assembly 50 via a drawworks drive line 84. Thedrop box 80 can selectively couple and decouple thevehicle drive line 82 and the draw worksdrive line 84 from the engine-transmission power module 76. - When the
drop box 80 is in a drive mode, thevehicle drive line 82 is coupled to the engine-transmission power module 76, and the draw worksdrive line 84 is decoupled therefrom. Thedrop box 80 can allow for the placement of thevehicle drive line 82 in a vertically offset relationship with respect to alongitudinal axis 86 of the engine-transmission power module 76. Thevehicle drive line 82 can include arear portion 86 for providing driving rotation to one of the rear tire andaxle assemblies 39 and afront portion 88 for providing driving rotation to one of the front tire andaxle assemblies 38. As explained below, thedrop box 80 can be configured such that thevehicle drive line 82 can be used to drive only one of the rear tire andaxle assemblies 39. When thedrop box 80 is in a well-service mode, the drawworks drive line 84 is coupled to the engine-transmission power module 76, and thevehicle drive line 82 is decoupled therefrom. - Referring to
FIGS. 2 and 3 , thedrop box 80 can include ahousing 94 that defines aninput port 98 through which an output shaft of the transmission extends for rotatively coupling to a gear transfer train 99 (FIG. 4 ) rotatably supported within thehousing 94. Thehousing 94 supports threecouplers vehicle drive line 82 or the draw worksdrive line 84 and selectively rotatively coupled to thegear transfer train 99. - Referring to
FIG. 2 , theinput port 98 and thefront vehicle coupler 101 are disposed on afront side 105 of thehousing 94. Thefront vehicle coupler 101 can be mounted to thehousing 94 via a plurality of mountingbolts 106, for example, as shown. A plurality of mountingbolts 107 can also be provided about theinput port 98 for mounting thedrop box 80 to the transmission. - The
front vehicle coupler 101 is disposed vertically below theinput port 98. Thefront vehicle coupler 101 is rotatively coupled to thefront portion 88 of the vehicle drive line 82 (FIG. 1 ) and selectively interengaged with thegear transfer train 99 disposed within thehousing 94 such that, when thegear transfer train 99 and thefront vehicle coupler 101 are interengaged, rotation of thegear transfer train 99 rotates thefront vehicle coupler 101. - Referring to
FIG. 3 , therear vehicle coupler 102 and the draw workscoupler 103 are disposed on arear side 108 of thehousing 94. The rear vehicle and draw workscouplers housing 94 via a respective plurality of mountingbolts rear vehicle coupler 102 is substantially aligned with thefront vehicle coupler 101, and the draw workscoupler 103 is substantially aligned with theinput port 98 disposed on thefront side 105 thereof. - The
rear vehicle coupler 102 is rotatively coupled to therear portion 86 of the vehicle drive line 82 (FIG. 1 ) and selectively coupled to thegear transfer train 99 disposed within thehousing 94 such that when thegear transfer train 99 and therear vehicle coupler 102 are interengaged, rotation of thegear transfer train 99 rotates therear vehicle coupler 102 for driving therear portion 86 of thevehicle drive line 82. The draw workscoupler 103 is rotatively coupled to the draw works drive line 84 (FIG. 1 ) and selectively rotatively coupled to thegear transfer train 99 disposed within thehousing 94 of the drop box. When thegear transfer train 99 and the draw workscoupler 103 are interengaged, rotation of thegear transfer train 99 rotates the draw workscoupler 103 for driving the draw worksdrive line 84. - Referring to
FIGS. 2 and 3 , thedrop box 80 includes a hydraulic circuit 111 having afilter 112 and a plurality oflines couplers gear transfer train 99 to a source of lubricant. - Referring to
FIG. 4 , the transmission output shaft drives thegear transfer train 99. Thegear transfer train 99 is journaled for rotational, interengaged movement and can include aninput gear 135 that is operably arranged with the output shaft of the transmission for rotational movement thereof. Theinput gear 135 is adapted for enmeshing engagement with the transmission output shaft. Theinput gear 135 can include aninternal gear surface 137 that is enmeshed with an external gear surface of the output shaft of the transmission. Theinput gear 135 is rotatable about a first longitudinally-extendingaxis 139. - The
gear transfer train 99 includes anoutput gear 142 rotatable about a second-longitudinally extending axis 144 and a transfer oridler gear 146 rotatable about a third longitudinally-extendingaxis 148 for connecting and transferring power between the input and the output gears 135, 142. Eachgear roller bearing assembly 152 to facilitate the rotation of the gear about its respective longitudinally-extendingaxis input gear 135 is enmeshed with theidler gear 146, which, in turn, is enmeshed with theoutput gear 142. Theoutput gear 142 is arranged such that rotation of theidler gear 146 rotates theoutput gear 142. - A gear
train output shaft 150 is rotatively coupled to theoutput gear 142, via a splined connection, for example, for rotational movement thereof about the secondlongitudinal axis 144. The geartransfer output shaft 150 is rotatively coupled to theoutput gear 142. The geartrain output shaft 150 rotates upon rotation of theinput gear 135 via the enmeshing engagement of theinput gear 135, theidler gear 146, and theoutput gear 142. - Referring to
FIG. 4 , in one embodiment, to engage therear vehicle coupler 102 to thegear transfer train 99, the draw workscoupler 103 is first disengaged therefrom. In one embodiment, thefront vehicle coupler 101 is only engageable to thegear transfer train 99 while therear vehicle coupler 102 is engaged thereto. In one embodiment, to engage the draw works coupler 13 to thegear transfer train 99, the front andrear vehicle couplers - Each
coupler - Referring to
FIGS. 5-8 , thecoupler 102 can include ahousing 160 which contains ahub 162 for rotational interengagement with an output shaft of either the transmission or the gear transfer train, abearing carrier 164, acoupler output shaft 166 supported within thebearing carrier 164 and rotatively coupled thereto, and acoupling mechanism 168 for selectively coupling thebearing carrier 164 to thehub 162. The bearingcarrier 164 is rotatably supported within thecoupler housing 160. Thecoupling mechanism 168 is rotatively coupled to thebearing carrier 164. The coupling mechanism is movable between an engaged position, wherein thecoupling mechanism 168 is rotatively coupled to thehub 162 such that rotation of thehub 162 rotates thebearing carrier 164 and thecoupler output shaft 166, and a disengaged position, wherein thecoupling mechanism 168 is disengaged from thehub 162 such that thehub 162 is free to rotate with respect to thecoupling mechanism 168. - Referring to
FIG. 8 , thecoupling mechanism 168 can include apiston 172 disposed within achamber 174 defined by thecoupler housing 160 such that the piston is reciprocally moveable over a range of travel between an engaged position (shown inFIG. 8 ) and a disengaged position (shown inFIG. 10 ), arod 176 connected at a first end 177 to thepiston 172 via abolt 178 and extending through anaperture 180 communicating with thechamber 174, afork 184 mounted to asecond end 186 of the rod, and a slidingcollar 190 interengaged with thefork 184. The slidingcollar 190 is operably arranged with thefork 184 for movement of the slidingcollar 190. - The interengagement of the
piston 172, therod 176, thefork 184, and the slidingcollar 190 allow all of these components to be axially movable along alongitudinal axis 192 defined by therod 176 such that movement of thepiston 172 between the engaged position and the disengaged position causes therod 176, thefork 184, and the slidingcollar 190 to similarly move between an engaged position (FIG. 8 ) and a disengaged position (FIG. 9 ). The slidingcollar 190 is rotatively coupled to thebearing carrier 164 and selectively rotatively coupled with thehub 162 such that, when thepiston 172 is in the engaged position, the slidingcollar 190 is rotatively coupled with thehub 162, thereby rotatively coupling thehub 162 and thebearing carrier 164. When thepiston 172 is in the disengaged position, the slidingcollar 190 is disengaged from thehub 162. - Referring to
FIG. 4 , thehub 162 of therear vehicle coupler 102 is rotatively coupled to arear end 192 of the geartrain output shaft 150. Thehub 162 of thefront vehicle coupler 101 is rotatively coupled to afront end 193 of the geartrain output shaft 150. Thecoupling mechanisms 168 of the front andrear vehicle couplers coupler output shafts 166 of therear vehicle coupler 102 and thefront vehicle coupler 101 such that therear vehicle coupler 102 is engaged prior to thefront vehicle coupler 101 being engaged. Thehub 162 of the draw works, or auxiliary,coupler 103 is aligned with the firstlongitudinal axis 139 about which theinput gear 135 rotates. Theinput gear 135 and thehub 162 of theauxiliary coupler 103 are configured such that the transmission output shaft can rotatively couple with both theinput gear 135 and thehub 162 of theauxiliary coupler 103. - Referring to
FIG. 6 , thehub 162 of each coupler includes an internalinput gear surface 195 for interengagement with the output shaft of the transmission or the transfer gear group with which the coupler is associated. The interengaged output shaft can support thehub 162. Thehub 162 includes an externalcollar gear surface 197 for selective engagement with an internalhub gear surface 199 of the sliding collar 190 (see also,FIG. 11 ). Thehub 162 and the slidingcollar 190 are selectively rotatively coupled together via the internalhub gear surface 199 of the sliding collar and the externalcollar gear surface 197 of the hub when the slidingcollar 190 is in the engaged position, as shown inFIG. 8 , and are decoupled from each other when the slidingcollar 190 is in the disengaged position, as shown inFIG. 9 . - Referring to
FIG. 7 , the bearingcarrier 164 includes an externalcollar gear surface 203 for rotative coupling to an internal bearingcarrier gear surface 205 of the sliding collar 190 (seeFIG. 11 ). The slidingcollar 190 and thebearing carrier 164 are rotatively coupled together via the externalcollar gear surface 203 of the bearing carrier and the internal bearingcarrier gear surface 205 of the sliding collar when the slidingcollar 190 is in the engaged position (seeFIG. 8 ) and in the disengaged position (seeFIG. 9 ). - Referring to
FIG. 7 , the bearingcarrier 164 also includes an internalshaft gear surface 207 for rotative coupling to anexternal gear surface 209 of thecoupler output shaft 166. Thecoupler output shaft 166 and thebearing carrier 164 are rotatively coupled together via the interengagement of theexternal gear surface 209 of the output shaft and the internalshaft gear surface 207 of the bearing carrier such that thecoupler output shaft 166 is reciprocally movable along a longitudinal axis 211 (seeFIG. 8 ) thereof to facilitate the mounting of thecoupler output shaft 166 to its associated drive line. - Referring to
FIG. 8 , theoutput shaft 166 includes anend flange 212 to serve as a stop to limit the reciprocal movement thereof in anoutward direction 214 along thelongitudinal axis 211. A plurality of split-taperedroller bearings 217 is provided to rotatively mount thebearing carrier 164 and theoutput shaft 166. - The
coupler output shaft 166 includes ayoke bolt passage 218 for threadingly engaging a mountingbolt 220 for securing ayoke 222 to theoutput shaft 166 such that it is rotatively coupled with theoutput shaft 166. Athrust plate 224 can be interposed between thebolt head 225 and theyoke 222 to further retain the yoke to theoutput shaft 166. An o-ring seal 227 can be provided at adistal end 229 of thecoupler output shaft 166 such that it is disposed between thethrust plate 224, theyoke 222, and theoutput shaft 166. Theyoke 222 can also include an internalshaft gear surface 231 for interengagement with aportion 232 of theexternal gear surface 209 of theoutput shaft 166 to further rotatively couple theyoke 222 and theoutput shaft 166. - An
output rotor 235 is mounted to thecoupler output shaft 166. Theoutput rotor 235 is annular and encircles thecoupler output shaft 166. Theoutput rotor 235 includes an internalshaft gear surface 237 for interengagement with aportion 238 of theexternal gear surface 209 of theoutput shaft 166 to rotatively couple the output rotor to theoutput shaft 166. Theoutput rotor 235 is positioned between theyoke 222 and thebearing carrier 164. - The
coupler output shaft 166 can be fixed longitudinally via the interengagement of aninner end 240 of theyoke 222 against theoutput rotor 235 and the threaded attachment of theoutput shaft 166 to theyoke 222 via the mountingbolt 220, which can, in turn, draw theend flange 212 into engagement with ashoulder 244 defined by acounterbore 245 defined in thebearing carrier 164 and leading to the internalshaft gear surface 207. A lip-type seal 248 is mounted to thehousing 160 and can be provided for sealingly engaging anexternal surface 250 of theyoke 222. - Referring to
FIG. 5 , a coupleroutput seed sensor 260 can be arranged with the output rotor to sense the speed at which theoutput shaft 166 and, in turn, theyoke 222 rotate. Thespeed sensor 260 can be any suitable sensor. In one embodiment, thespeed sensor 260 can be the type of sensor known as a “bolt-n-go” sensor. - Referring to
FIG. 9 ,lube passages split bearing assembly 217, the bearingcarrier 164, and theshaft 166 to allow for the lubrication of the internal components of the coupler. Referring toFIG. 10 , aremovable drainage plug 269 is provided to allow for the draining of the lubricant from the coupler. An O-ring seal 270 can be disposed around theplug 269 to provide a seal between theplug 269 and adrain passage 272 into which theplug 269 is disposed. When theplug 269 is removed from thedrain passage 272, lubricant disposed within thecoupler 102 can flow through thedrain passage 272 out of thecoupler 102. - Referring to
FIG. 9 , thepiston 172 is equipped with aseal 275 around itsexterior surface 277 for sliding, sealing engagement with aninterior wall surface 279 of thechamber 174. To facilitate assembly of thepiston 172 to therod 176, a cover 283 can be provided in an end 285 of thechamber 174 opposite theaperture 180 through which therod 176 extends. The cover 283 can be secured to thehousing 160 via a plurality ofbolts 287. An O-ring seal 289 can be provided to sealingly mount the cover 283 to thehousing 160. - A
quad ring seal 292 is disposed within theaperture 180 such that theseal 292 is in sliding, sealing engagement with the reciprocallymovable rod 176 to further seal thechamber 174. Thefork 184 is mounted to therod 176 via a mounting spring 295. - Referring to
FIG. 7 , thefork 184 is reciprocally mounted to thecoupler housing 160. The fork includes abody 300 having a pair of mountingears posts housing 160 such that thefork 184 is reciprocally movable with respect to theposts 305, 306 (seeFIG. 6 ). A pair ofarms body 300 of the fork and encircle the slidingcollar 190 such that about one-half of the perimeter of the slidingcollar 190 is in interengaged relationship with thefork 184. Thefork 184 includes a pair ofupright walls body 300 thereof. Thewalls gap 317 therebetween. - Referring to
FIG. 8 , thefork 184 includes aprotrusion 320 that projects from thebody 300 and the arms of thefork 184 such that theprotrusion 320 extends around about one-half of the outer perimeter of the slidingcollar 190. The slidingcollar 190 includes a pair ofannular flanges groove 327 therebetween (see also,FIG. 11 ). Theprotrusion 320 of the fork is disposed within thegroove 327 of the sliding collar such that reciprocal movement of thefork 184 moves the slidingcollar 190 in the same direction via engaging contact between theprotrusion 320 and one of theflanges protrusion 320 of the fork and thegroove 327 of the sliding collar are configured to allow for rotational movement of the slidingcollar 190 relative to thefork 184. - The
coupling mechanism 168 can include adetent mechanism 330 to facilitate the positioning of the slidingcollar 190 in the engaged position and the disengaged position. Thedetent mechanism 330 can retain the slidingcollar 190 in at least one of the engaged position and the disengaged position. In the illustrated embodiment, thedetent mechanism 330 includes a pair ofdetent assemblies ball 335, aplunger 337, and aspring 339. Theplunger 337 supports theball 335. Thespring 339 is disposed between anend surface 341 of acounterbore 342 defined in thebearing carrier 164 and ahead portion 343 of theplunger 337 for urging theplunger 337 in a radially outward direction to thereby urge theball 335 in an outward direction so as to protrude from thecounterbore 342 of thebearing carrier 164. Theplunger 337 includes apin 345 to limit the travel of theplunger 337 in the radially outward direction. - Referring to
FIGS. 8 and 11 , the slidingcollar 190 includes a pair of circumferentially arrangedrows ball 335 of eachdetent assembly second rows carrier gear surface 205 of the slidingcollar 190. Thefirst row 346 of recesses is disposed to engage theball 335 of eachdetent assembly collar 190 is in the engaged position with thehub 162. Thesecond row 347 of recesses is disposed to engage theball 335 of eachdetent assembly collar 190 is in the disengaged position such that thehub 162 is free to rotate relative to thebearing carrier 164. Thespring 339 of eachdetent assembly respective bore 342 andplunger 337 to urge the associatedball 335 into retentive engagement with one of the recesses of thefirst row 346 of recesses of the slidingcollar 190 when the sliding collar is in the engaged position (FIG. 8 ) and into retentive engagement with one of the recesses of thesecond row 347 of recesses of the slidingcollar 190 when the slidingcollar 190 is in the disengaged position (FIG. 9 ). - Referring to
FIGS. 5 and 6 , an engagesolenoid 350 can be provided to selectively move thecoupling mechanism 168 from the disengaged position to the engaged position. The engagesolenoid 350 is in hydraulic communication with thechamber 174 to selectively move thepiston 172 from the disengaged position to the engaged position (seeFIG. 8 ). The engagesolenoid 350 can be used to move thepiston 172 to the engaged position. The engage solenoid can be operated to maintain thepiston 172 in the engaged position. Referring toFIG. 6 , an engagesolenoid supply port 352 and an engagesolenoid drain port 354 can be in hydraulic communication with the engagesolenoid 350 to supply hydraulic fluid to the engagesolenoid 350 when operating the engage solenoid to move the piston to the engaged position and to receive fluid from the chamber when the piston moves from the engaged position to the disengaged position, respectively. - Referring to
FIGS. 5 and 6 , adisengage solenoid 360 can be provided to selectively move thecoupling mechanism 168 from the engaged position to the disengaged position. Thedisengage solenoid 360 is in hydraulic communication with thechamber 174 to selectively move thepiston 172 from the engaged position to the disengaged position (seeFIG. 9 ). Thedisengage solenoid 360 can be used to move thepiston 172 to the disengaged position. Thedisengage solenoid 360 can be operated to maintain thepiston 172 in the disengaged position. Referring toFIG. 6 , a disengagesolenoid supply port 362 and a disengagesolenoid drain port 364 can be in hydraulic communication with thedisengage solenoid 360 to supply hydraulic fluid to thedisengage solenoid 360 when operating the disengage solenoid to move the piston to the disengaged position and to receive fluid from the chamber when the piston moves from the disengaged position to the engaged position, respectively. - Referring to
FIG. 6 , aposition sensor 370 can be operably arranged with thecoupling mechanism 168 for sensing the position of thecoupling mechanism 168 when the coupling mechanism is in at least one of the engaged position and the disengaged position. Theposition sensor 370 can be used to sense the position of thefork 184 and, thus, the slidingcollar 190. Theposition sensor 370 is disposed between thewalls FIG. 7 ). Theposition sensor 370 is operably arranged with thefork 184 to sense the position of the walls when thepiston 172 is in at least one of the engaged position and the disengaged position. In the illustrated embodiment, the position sensor is a blade-style linear position sensor. - Referring to
FIG. 8 , when thefork 184 is in the engaged position, at least a portion of thewalls 315 are in non-overlapping relationship with ablade portion 372 of theposition sensor 370 at afirst end 374 thereof. Referring toFIG. 9 , when thefork 184 is in the disengaged position, at least a portion of thewalls 315 are in non-overlapping relationship with ablade portion 372 of theposition sensor 370 at asecond end 376 thereof. Theposition sensor 370 can detect the relative movement of the walls of thefork 184 and can send a signal to an electronic control module (ECM) based on the position of the walls of thefork 184. - Predetermined position thresholds can be established for the
sensor 370 to use to detect whether thecoupling mechanism 168 is in the engaged position and disengaged position. For example, if theposition sensor 370 senses that thefork 184 is in a position beyond the “engaged” threshold at thefirst end 374, for example, then thesensor 370 can send a signal to the ECM indicating that thecoupling mechanism 168 is in the engaged position. Likewise, if theposition sensor 370 senses that thefork 184 is in a position beyond the “disengaged” threshold at thesecond end 376, for example, then thesensor 370 can send a signal to the ECM indicating that the coupling mechanism is in the disengaged position. - Referring to
FIG. 12 , theECM 380 can automatically control the engagement of eachcoupler ECM 380 can be electrically connected to the engagesolenoid 350, thedisengage solenoid 360, theposition sensor 370, and the coupleroutput speed sensor 260 of each of thecouplers output speed sensor 382 is electrically connected to theECM 380. The transmissionoutput speed sensor 382 can be operably arranged with the transmission output shaft to detect the transmission speed. The transmissionoutput speed sensor 382 can send a signal to theECM 380 indicating the rotational speed of the transmission output shaft. - A
filter bypass switch 384 can be electrically connected to theECM 380. TheECM 380 can control thefilter bypass switch 384 to selectively bypass the hydraulic circuit 111 of thedrop box 80. - The
ECM 380 can be electrically connected to a transmissionclutch solenoid assembly 388 for selectively controlling thetransmission 74. Anengine speed sensor 390 can be electrically connected to theECM 380. Theengine speed sensor 390 can be operably arranged with theengine 72 to detect the engine output speed. Theengine speed sensor 390 can send a signal to theECM 380 indicating the engine speed. - A
key switch 394 and astart relay 396 can be electrically connected to theECM 380. Thekey switch 394 can be operated via a key to send a start signal to theECM 380 which, in turn, controls thestart relay 396 to operate theengine 72. - A
gear shift selector 400, akeypad shifter 402, and ashift selector switch 404 can be electrically connected to theECM 380. A user can designate via theshift selector switch 404 either thegear shift selector 400 or thekeypad shifter 402 as the device which can control thetransmission 74. Theshift selector switch 404 includes a toggle switch to select either thegear shift selector 400 or thekeypad shifter 402. Theshift selector switch 404 can send a signal to theECM 380 to indicate which of thegear shift selector 400 and thekey pad shifter 402 has been selected by the user. Thegear shift selector 400 can be used to operate the well service rig when it is in drive mode. Thekey pad shifter 402 can be used to operate the well service rig when it is in well-service mode. - A plurality of
indicator lights 408 andaudio devices 410 can be electrically connected to theECM 380 such that theECM 380 can provide information to a user via the indicator lights 408 and theaudio devices 410. Adata link connector 412 can be electrically connected to theECM 380. A technician can use thedata link connector 412 for downloading diagnostic information from theECM 380 which can be useful in providing maintenance for the well service rig. - The
ECM 380 can de-energize thedisengage solenoid 360 and energize the engagesolenoid 350 of a particular coupler selected by a user to be moved to the engaged position. Theposition sensor 370 can signal theECM 380 once it detects that the fork of the coupling mechanism of the selected coupler has moved beyond the predetermined threshold for the engaged position. - The
ECM 380 can de-energize the engagedsolenoid 350 and energize thedisengage solenoid 360 of a particular coupler selected by a user to be moved to the disengaged position. Theposition sensor 370 can signal theECM 380 once it detects that the fork of the coupling mechanism of the selected coupler has moved beyond the predetermined threshold for the disengaged position. - The
ECM 380 can be operable to prevent the engagesolenoid 350 of thefront vehicle coupler 101 from moving the coupling mechanism of thefront vehicle coupler 102 to the engaged position until the engagesolenoid 350 of therear vehicle coupler 102 has moved the coupling mechanism of therear vehicle coupler 102 to the engaged position. TheECM 380 can be operable to prevent the engagesolenoid 350 of theauxiliary coupler 103 from moving the coupling mechanism of theauxiliary coupler 103 to the engaged position unless the coupling mechanism of both therear vehicle coupler 102 and thefront vehicle coupler 101 are in the disengaged position. - The
ECM 380 can be configured such that it will engage a coupler only when theengine 72 and thetransmission 74 are operating within certain parameters. For example, in one embodiment, the ECM can be configured such that the engagement of any coupler can only occur when thetransmission 74 is in neutral, the shifter is requesting neutral, the engine output speed as detected by theengine speed sensor 390 is between 300 rpm and 800 rpm, and the transmission output speed as detected by the transmissionoutput speed sensor 382 is less than 500 rpm. - The
ECM 380 can include a computer readable program code embodied therein for performing a series of operations automatically. When a user selects a coupler to be engaged, theECM 380 can command thetransmission 74 to engage the park position (to stop output rotation) for a predetermined amount of time, three seconds, for example. TheECM 380 can command the transmission to engage the no-clutch neutral position for a predetermined amount of time, five seconds, for example, to dissipate any residual output torque. TheECM 380 can determine the position of the other couplers, as indicated by their respective position sensors, and command any engaged coupler or couplers to disengage. TheECM 380 can command the selected coupler to engage. TheECM 380 can receive information from the position sensor of the selected coupler to determine whether the selected coupler is engaged. If the position sensor of the selected coupler does not detect that the fork of the selected coupler's coupling mechanism is in the engaged position within a predetermined amount of time, five seconds, for example, theECM 380 can command all couplers to disengage. TheECM 380 can command the transmission to engage a forward drive position, such as first forward gear, for a predetermined amount of time, three seconds, for example, to cause the transmission output shaft to rotate. TheECM 380 can repeat the foregoing operations to re-attempt to engage the selected coupler. - Upon power up of the
ECM 380, if the positions of all thecouplers drop box 80 in this state. If any coupler position does not match the desired position set by the user, then theECM 380 can command allcouplers ECM 380 can command the appropriate coupler to move into position as described above. - Referring to
FIG. 14 , the draw workscoupler 103 and therear vehicle coupler 102 are both in the disengaged position. The engagesolenoid 350 of eachcoupler chamber 174. Thedisengage solenoid 360 of eachcoupler hydraulic pump 420 can flow through eachdisengage solenoid 360 to itsrespective chamber 174 via the disengagesolenoid supply port 362. Eachpiston 172 is in the disengaged position. Hydraulic fluid can exit therespective chamber 174 via the engagesolenoid drain port 354 and return to atank 422. - Referring to
FIG. 14 , therear vehicle coupler 102 is in the engaged position. The draw workscoupler 103 remains in the disengaged position. Thedisengage solenoid 360 of therear vehicle coupler 102 is de-energized such that it is in an off position. The engagesolenoid 350 of therear vehicle coupler 102 is energized to an on position such that a flow of hydraulic fluid can be transmitted from thehydraulic pump 420 through thedisengage solenoid 360 of the draw workscoupler 103, which is energized to the on position, to the engagesolenoid 350 of therear vehicle coupler 102 for delivery to thechamber 174 via the engagesolenoid supply port 352. - The flow of hydraulic fluid from the engage
solenoid 350 of therear vehicle coupler 102 has moved thepiston 172 from the disengaged position to the engaged position. The hydraulic fluid disposed between thepiston 172 and theaperture 180 of the chamber can exit thechamber 174 via the disengagesolenoid drain port 364 and return to thetank 422. Thefork 184 is in displaced relationship with respect to theposition sensor 370 of therear vehicle coupler 102. Theposition sensor 370 can signal the ECM that therear vehicle coupler 102 is in the engaged position. - Referring to
FIG. 15 , therear vehicle coupler 102 is in the disengaged position, and the draw workscoupler 103 is in the engaged position. The engagesolenoid 350 of therear vehicle coupler 102 is de-energized such that it is in the off position. Thedisengage solenoid 360 of therear vehicle coupler 102 is energized to the on position to allow a flow of hydraulic fluid from thepump 420 through thedisengage solenoid 360 to thechamber 174 via the disengagesolenoid supply port 362. The hydraulic fluid disposed within thechamber 174 can exit therefrom via the engagesolenoid drain port 354 to thetank 422 as thepiston 172 moves from the engaged position to the disengaged position. Thefork 184 can return to an overlapping position with respect to theposition sensor 370. Theposition sensor 370 of therear vehicle coupler 102 can send a signal to the ECM that therear vehicle coupler 102 is disengaged. - Once the ECM has received the signal from the
rear vehicle coupler 102 that it is disengaged, the ECM can de-energize thedisengage solenoid 360 and operate the engagesolenoid 350 of the draw workscoupler 103 to allow a flow of hydraulic fluid from thepump 420 through thedisengage solenoid 360 of therear vehicle coupler 102 to the engagesolenoid 350 of the draw workscoupler 103 into thechamber 174 via the engagesolenoid supply port 352. Hydraulic fluid disposed within thechamber 174 between the piston and theaperture 180 can exit from thechamber 174 via the disengagesolenoid drain port 364 as thepiston 172 moves from the disengaged position to the engaged position. Thefork 184 of the draw workscoupler 103 is in displaced relationship with respect to theposition sensor 370 of the draw workscoupler 103. Theposition sensor 370 of the draw workscoupler 103 can send a signal to the ECM to indicate that the draw workscoupler 103 is in the engaged position. - Referring to
FIGS. 16-18 , another embodiment of adrop box 480 is shown. Thedrop box 480 can include ahousing 494 that defines aninput port 498 through which an output shaft of the transmission extends for rotatively coupling to a gear transfer train rotatably supported within thehousing 494. Thehousing 494 supports arear vehicle coupler 502 and an auxiliary, or draw works,coupler 503 that can be respectively rotatively coupled to the vehicle drive line and the draw works drive line. Therear vehicle coupler 502 and the draw workscoupler 503 are each selectively rotatively coupled to the gear transfer train. Therear vehicle coupler 502 and the draw workscoupler 503 can be substantially identical to therear vehicle coupler 102 and the draw workscoupler 103 of thedrop box 80 ofFIG. 2 . - Referring the
FIG. 16 , theinput port 498 is disposed on afront side 505 of thehousing 494 of thedrop box 480. Referring toFIG. 17 , therear vehicle coupler 502 and the draw workscoupler 503 are disposed on arear side 508 of thehousing 494. The draw workscoupler 503 is substantially aligned with theinput port 498 disposed on the front side of the housing such that the transmission output shaft can be rotatively coupled with an input gear of the gear transfer train and the hub of the draw workscoupler 503. - Referring to
FIG. 18 , thehub 562 of therear vehicle coupler 502 can be rotatively coupled with adistal end 592 of a geartrain output shaft 550 which, in turn, is rotatively coupled with anoutput gear 542 of the gear transfer train disposed within thehousing 494 of thedrop box 480. - The
drop box 480 ofFIGS. 16-18 can be used in situations where the vehicle drive line is intended to power only a rear tire and axle assembly. Thedrop box 480 ofFIGS. 16-18 can be similar in other respects to thedrop box 80 ofFIGS. 2-9 . - The industrial applicability of the embodiments of a powertrain described herein will be readily appreciated from the foregoing discussion. For example, the present disclosure is applicable to selectively provide propulsion for a well service rig and power for operating the draw works assembly supported by the well service rig. When the drop box is in a drive mode, power is sent from the engine through the transmission to the rear vehicle coupler (and the front vehicle coupler where provided) to provide driving rotation to one (or more) tire and axle assemblies. A user can place a well service rig in the drive mode by operating the gear shift selector. When in the drive mode, the auxiliary coupler of the drop box is disengaged.
- The drop box can be placed in a well-service mode wherein the rear vehicle coupler (and front vehicle coupler where provided) are disengaged to prevent further movement of the well service rig. The auxiliary coupler is engaged to power the draw works assembly for conventional well-servicing operations. A user can place the well service rig in the well-service mode by operating the key pad shifter.
- The ECM can control the operation of each coupler to facilitate the reliable and automatic operation of the couplers. Furthermore, in some embodiment, the ECM can be configured to ensure the couplers are engaged in a predetermined sequence such that the drop box is not in a drive mode and a well-servicing mode at the same time.
- It will be appreciated that the foregoing description provides examples of the disclosed system and technique. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references and descriptions herein are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the claims appended hereto. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for those features, but not to exclude such from the scope of the claims appended hereto unless otherwise indicated.
- Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.
- Accordingly, this description includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the description and the claims appended hereto unless otherwise indicated herein or otherwise clearly contradicted by context.
Claims (3)
1-23. (canceled)
24. A controller for an output transfer gear group, the output transfer group operably connected to a transmission, the transmission having at least a neutral position, a forward drive position, and a park position, the output transfer gear group including first and second couplers associated with first and second drivelines, respectively, for selectively coupling the transmission to the first and second drivelines, said controller comprising a computer readable program code embodied therein for:
a. receiving a signal from a user to engage the first coupler;
b. signaling the transmission to shift to the park position;
c. signaling the output transfer gear group to disengage the second coupler;
d. sensing the position of the second coupler to determine the second coupler is disengaged;
e. signaling the output transfer gear group to engage the first coupler;
f. sensing the position of the first coupler to determine the first coupler is engaged.
25. The controller according to claim 24 , wherein the computer readable program code further includes:
g. allowing a predetermined amount of time to elapse from signaling the output transfer gear group to engage the first coupler;
h. signaling the output transfer gear group to disengage the first and second couplers if the first coupler is not engaged after the predetermined amount of time has elapsed;
i. signaling the transmission to shift to the forward drive position;
j. allowing a predetermined amount of time to elapse from signaling the transmission to shift to the forward drive position;
k. repeating steps b-g.
Priority Applications (1)
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US13/728,466 US20130138307A1 (en) | 2007-10-23 | 2012-12-27 | Drop Box for Powertrain |
Applications Claiming Priority (2)
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US11/877,438 US8365637B2 (en) | 2007-10-23 | 2007-10-23 | Drop box for powertrain |
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US10024310B2 (en) * | 2011-04-28 | 2018-07-17 | Afglobal Corporation | Modular pump design |
US9541183B2 (en) | 2015-02-27 | 2017-01-10 | Caterpiller Inc. | Output transfer group for mobile machine powertrain |
US9511667B2 (en) | 2015-02-27 | 2016-12-06 | Caterpillar Inc. | Output transfer group for mobile machine powertrain |
DE102016002198A1 (en) | 2015-02-27 | 2016-09-01 | Caterpillar Inc. (n.d.Ges.d. Staates Delaware) | Output transmission group for a drive train of a mobile machine |
US10106034B2 (en) | 2015-02-27 | 2018-10-23 | Caterpillar Inc. | Output transfer group for mobile machine powertrain |
US9765881B2 (en) | 2015-02-27 | 2017-09-19 | Caterpillar Inc. | Hydraulic circuit for powertrain having OTG |
JP7317869B2 (en) | 2018-06-13 | 2023-07-31 | ボルボ・コンストラクション・イクイップメント・アクチエボラグ | Hybrid systems for vehicles and vehicles with hybrid systems |
CN108980307A (en) * | 2018-08-20 | 2018-12-11 | 山东科瑞机械制造有限公司 | A kind of disengaging type power output device |
RU187961U1 (en) * | 2018-12-18 | 2019-03-26 | Алексей Витальевич Амельченко | GEARBOX |
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Also Published As
Publication number | Publication date |
---|---|
CN101417613A (en) | 2009-04-29 |
US8365637B2 (en) | 2013-02-05 |
US20090105036A1 (en) | 2009-04-23 |
RU2486067C2 (en) | 2013-06-27 |
RU2008141969A (en) | 2010-04-27 |
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