25results about "IC reciprocating piston engine transmission" patented technology

Transmission (210) for a vehicle (1201) with a drive shaft (221) and an output shaft (222), with an automatic transmission (213) composed of a plurality of planetary gear sets for switchable adjustment of a plurality of speed ratios between a speed of the drive shaft (221) and a speed of the output shaft (222), and with a reversing unit (215) connected in series in a drive connection between the drive shaft (221) and the output shaft (222) to the automatic transmission (213) for switchable adjustment of a reversal of the direction of rotation acting on the plurality of speed ratios between a direction of rotation of the drive shaft (221) and a direction of rotation of the output shaft (222), characterized in that the transmission (210) has a transmission housing (225; 441, 443, 545) in which the automatic transmission (213) and the reversing unit (215) are jointly arranged are that the gearbox housing (225;441, 443, 545) a housing wall (441, 545) extending continuously in the direction of extension of the drive shaft (221) and the output shaft (222) and enclosing the automatic transmission (213) and the reversing unit (215), and a housing cover (443) closing the housing wall (441, 545) on the side of the output shaft (222), wherein the output shaft (222) extends through an opening in the housing cover (443).

The invention provides a hybrid drive locomotive and a control method thereof. The hybrid drive locomotive comprises a chassis, a power device, a wheel drive mechanism and a tooth drive mechanism. The chassis is used for bearing the power device, the wheel driving mechanism and the tooth driving mechanism; when the hybrid drive locomotive runs on the track, the power device supplies energy to the wheel drive mechanism, so that the wheel drive mechanism drives the hybrid drive locomotive to run on the track; when the hybrid drive locomotive runs on the rack rail, the power device supplies energy to the gear drive mechanism, so that the gear drive mechanism drives the hybrid drive locomotive to run on the rack rail. According to the hybrid drive locomotive, the gear drive mechanism and the wheel drive mechanism are arranged, the hybrid drive locomotive can run on the two rails under the driving of the power mechanism, and the use quality of the hybrid drive locomotive can be improved.

The utility model discloses an internal combustion locomotive hydraulic transmission case working condition mechanism switching device which comprises a working condition adjusting rod, a working condition handle, an adjusting rod locking mechanism and an automatic unlocking mechanism, the upper end of the working condition adjusting rod is connected with the working condition handle, the adjusting rod locking mechanism is installed between the working condition adjusting rod and a hydraulic transmission case, and the automatic unlocking mechanism is connected with the working condition handle. The automatic unlocking mechanism comprises a lifting handle, a lifting rope and a buckle, the middle of the lifting handle is rotationally connected with a support fixed to the working condition handle, the lower end of the lifting rope is connected with the adjusting rod locking mechanism through the buckle, and the upper end of the lifting rope is connected with one end of the lifting handle. The automatic unlocking mechanism is additionally arranged on the basis of a traditional working condition mechanism switching device, when an operator grabs the working condition handle, the automatic unlocking mechanism can be automatically triggered, the positioning pin is lifted, the operator can push and pull the working condition handle with two hands, the switching difficulty of the working mode of the diesel locomotive is greatly reduced, and the working condition switching efficiency is improved. And the working efficiency is improved.

The present invention discloses an internal combustion hydraulic transmission power pack for rail engineering vehicles, comprising a power pack frame, an oil engine integrated in the power pack frame, a hydraulic transmission box, a composite radiator, a junction box, an air purification unit, a distribution valve air circuit board, a battery, a muffler, an air filter, and an air compressor. The internal combustion hydraulic transmission power pack for rail engineering vehicles provided by the present invention adopts integrated installation and modular design, and has the advantages of good interchangeability, saving under-vehicle space, and improving installation accuracy.

Engine mounting device (16) for a vehicle (10) suitable for connecting an engine (14) to a vehicle frame (12), wherein the engine mounting device (16) is a one-piece casting and comprises the following: - at least one contact plate (24), comprising: - a contact side (28) suitable for coming into contact with the vehicle frame (12), - one of the sides (30) opposite the contact page (28), and - at least one through hole (32) extending from the contact side (28) to the opposite side (30), wherein the hole (32) is suitable for receiving a fastening screw (18) for fastening the motor mounting device (16) to the vehicle frame (12), - at least two retaining plates (26) extending around the hole (32) on the side (30), characterized in that the retaining plates (26) extend perpendicular to the contact side (28) and are connected to each other by curved, partially hollow cylindrical connecting surfaces (44), and in that the retaining plates (26) define a receiving volume (34) which is adapted in its shape and dimensions to the shape and dimensions of a hydraulic fastening screw tightening tool (22) in order to receive it, and in that each retaining plate (26) comprises a machined surface (33), wherein at least one machined surface (33) defines the receiving volume, wherein the clamping volume (36) forms a partial hollow cylinder (38), wherein the diameter (DZ) of the hollow cylinder (38) is at least 1.5 times the diameter (DK) of the clamping hole (32), wherein the height (HZ) of the hollow cylinder (38) is at least 3 times the diameter (DK) of the clamping hole (32), and wherein a semicircular cylindrical surface (44) runs concentrically to the longitudinal center axis of the hole (32) between a side plate (40) and one of the reinforcement plates (42).

The present invention discloses an agricultural monorail transport vehicle with multi-stage speed change and direction change, which relates to the field of agricultural implements and includes an engine, a clutch device connected to the output end of the engine, and a speed change mechanism and a direction change mechanism that are drivingly connected to the output end of the clutch device. It is to solve the problem that when the existing monorail transport vehicle changes speed or direction, the vehicle needs to stop completely, resulting in a waste of a large amount of time.

The application discloses a hydraulic traveling transmission system and a multi-shaft synchronous control device and method thereof. The system comprises an engine, a transfer case and two or more independent hydraulic traveling drive branches. The hydraulic traveling drive branch comprises a traveling pump, a gear box, a transmission shaft, one or two reverse parallel traveling motors and a first proportional valve connected with the traveling pump and a second proportional valve connected with the traveling motor. The engine is mechanically connected with the transfer case, and power is transmitted to the traveling pump through the transfer case. Two or more traveling pumps drive corresponding traveling motors of the respective branches. The traveling motor is disconnected from and combined with the transmission shaft through the gear box. The displacement of the traveling motor is controlled through the second proportional valve, and the displacement of the traveling pump is controlled through the first proportional valve to adjust the flow of the traveling pump, so as to change the rotating speed of the traveling motor and realize the control of the torque and rotating speed of the transmission shaft. The application can solve the technical problem that the starting, driving force and speed of the transmission shafts are inconsistent in the existing traveling transmission mode.

The present invention discloses an intelligent control system for a rail conveyor, comprising a remote control shifting system arranged on the locomotive body, a brake assist system and an intelligent track changing system arranged on the bottom of the carriage, wherein the bottom of the carriage is provided with a load-bearing plate, a travel assembly is provided on the side of the load-bearing plate close to the center line of the width of the carriage, a speed measuring assembly is provided on the outer side of the travel main shaft of the travel assembly, and the end of the travel main shaft away from the center line of the width of the carriage passes through the load-bearing plate and is connected to the brake assembly. The beneficial effects are as follows: automatic shifting and automatic parking can be realized, and the cooperation of the two can realize the locomotive body to stop and change the moving direction at different positions on the rail system, and the transportation flexibility is high; no manual operation is required, which greatly reduces the labor intensity of the operator and the transportation efficiency is high; the self-braking of the carriage can make the carriage run more smoothly, ensuring the safety of the transported products; the intelligent track changing system can realize automatic track change to meet different transportation needs.

The utility model relates to a special axle box for a tunnel traction locomotive adopting a hydraulic transmission system, which comprises an upper split shell and a lower split shell which are of a sealed connection structure, a counter bore structure is arranged on the side shell wall of the joint of the upper split shell or the lower split shell, and a hydraulic motor is mounted on the shell wall in a sealed manner through the counter bore; a driving shaft of the hydraulic motor is a first shaft and adopts a shaft gear; a middle shaft is arranged behind the first shaft and is a spline shaft, a gear shifting gear set is assembled on the middle shaft, the gear shifting gear set is shifted leftwards and rightwards and comprises a middle three-gear gear, a high-speed gear shifting gear and a low-speed gear shifting gear, and the three-gear gear is in gear transmission connection with a shaft gear of the first shaft; a third shaft is arranged behind the middle shaft and is provided with a high-speed gear and a low-speed gear which are respectively in transmission connection with the high-speed gear and the low-speed gear; a shifting fork gear shifting opening is formed in the upper split shell, a gear shifting positioning block is installed on the shifting fork gear shifting opening, and a gear cover is arranged. The axle box has the advantages of being capable of wading, easy to maintain, less in daily maintenance and the like.

The invention discloses a driving wheel pair device of an engineering work vehicle, comprising a wheel pair, a gear box and a reduction motor. The gear box comprises a box body and a rotating shaft rotatably connected to the inside of the box body, a rotating shaft transmission teeth are arranged on the rotating shaft, an axle of the wheelset passes through the box body of the gear box, and an axle transmission teeth is arranged on the outer peripheral surface of the axle located inside the box body, the rotating shaft transmission teeth and the axle transmission teeth mesh with each other for transmission, an external convex spline 1 is arranged on the outer peripheral surface of one end of the rotating shaft, an external convex spline 2 is arranged on the outer peripheral surface of one end of the reduction motor output shaft, the central axes of the rotating shaft and the reduction motor output shaft are arranged in a horizontal straight line, so that the rotating shaft and the reduction motor output shaft form an axis body, a linkage sleeve with a concave spline groove is sleeved on the outer peripheral surfaces of the rotating shaft and the reduction motor output shaft, and a lever mechanism is also arranged in the box body, and the lever mechanism can drive the linkage sleeve to move up and down along one end of the rotating shaft and one end of the reduction motor output shaft.

The application discloses a multi-pump driving hydraulic running transmission system and a multi-shaft synchronous control device and method thereof. Two or more hydraulic transmission circuits of the system are arranged in different car sections or different trains. The hydraulic transmission circuit comprises an engine, a transfer case, a gear box, a transmission shaft, two or more hydraulic pumps and two or more motors. The engine is connected with the transfer case, and power is transmitted to the hydraulic pump through the transfer case. Two or more hydraulic pumps drive two or more parallel motors to work in parallel. The motor is disconnected from and combined with the transmission shaft through the gear box. The system further comprises a first proportional valve connected with the hydraulic pump and a second proportional valve connected with the motor. The displacement of the motor is controlled through the second proportional valve, and the displacement of the hydraulic pump is controlled through the first proportional valve, so as to change the rotating speed of the motor and realize the control of the torque and rotating speed of the transmission shaft. The application can solve the technical problem of synchronous running control of the power car in the section or the power car and another power car.

Motor vehicle transmission (3) for a vehicle with two equivalent directions of travel, in particular rail vehicle transmission, comprising a drive shaft (7) which is provided for coupling with a drive motor (2), and a gear set (15) with several switching elements (A, B, D, E, F) by the selective actuation of which via the gear set (15) different transmission ratios between the drive shaft (7) and an input shaft (21) of a reversing gear set (17; 45; 49) can be switched, wherein the reversing gear set (17; 45;49) at least functionally a first switching element (G) and a second switching element (H) are assigned, of which the at least functionally provided, first switching element (G) couples the input shaft (21) with an output shaft (29) when actuated, exhibiting a first direction of rotation of the output shaft (29), whereas the at least functionally provided, second switching element (H) brings about a coupling of the input shaft (21) with the output shaft (29) when actuated, exhibiting a second direction of rotation of the output shaft (29), wherein an auxiliary drive shaft (30) is provided, which is provided for coupling with a further drive machine (35), and wherein the auxiliary drive shaft (30) is permanently coupled to the input shaft (21) of the reversing gear set (17; 45; 49), characterized in that the reversing gear set (17; 45; 49) comprises a sun gear (22), a ring gear (24;50) and a planet carrier (23) in which at least one stepped planet (25) is rotatably mounted, the at least one stepped planet (25) being provided with two axially adjacent toothed sections (26, 27), each of which has a tooth engagement with the sun gear (22) on one first toothed section (26), each of which has a tooth engagement with the ring gear (24; 50) on one second toothed section (27), each of which has a tooth engagement with the ring gear (24; 50), the sun gear (22) and the input shaft (21) being non-rotatably connected to each other and, when the at least functionally provided first switching element (G) is actuated, being non-rotatably connected to the output shaft (29), whereas the planet carrier (23) of the reversing gear set (17; 45; 49) is fixed and the ring gear (24;50) when the second switching element (H) is at least functionally provided is connected to the output shaft (29) in a rotationally fixed manner, and that the auxiliary drive shaft (30) is connected via a spur gear stage (32) to the first toothing (26) of the at least one stage planet (25).

An engine system includes: a gearbox assembly including a housing having a plurality of interconnected gears disposed between an engine side of the housing and an alternator side of the housing; a rotatable engine coupler connected to the engine side of the housing, the engine coupler configured to engage a rotatable shaft of the engine; and a rotatable alternator coupler connected to the alternator side of the housing, the alternator coupler configured to engage a rotor of a first alternator. The housing is configured to be disposed between the engine and the first alternator. The engine coupler is configured to engage an engine resiliently mounted within a power system and the alternator coupler is configured to engage a first alternator rigidly mounted within the power system to transfer rotation of the shaft of the engine to rotation of the rotor of the first alternator.

To provide a railway construction machine achieved by pure fuel electric driving, driving supported by an overhead wire, or driving supported by a fuel electric energy and an overhead wire.SOLUTION: A railway construction machine 40 including: a machine frame 23 located on and capable of running on a rail running device 8 having a running driving unit 27; current collector systems 38, 37, 42, 36, 35 that collect current from an overhead wire network 39; and in some cases, a DC intermediate circuit 48 will be described. In order to provide a relationship between an advantage design and operation, an electric machine 30 which can be operated both as an electric motor and a generator is provided. The electric machine 30 is on one side drivingly coupled via a first switching clutch K1 to an internal combustion engine 10 and on the other side drivingly coupled via a second switching clutch K2 to at least one hydraulic pump 20 that operates a work unit driven hydraulically.SELECTED DRAWING: Figure 4

According to the hydraulic and static pressure dual-mode transmission traction locomotive, an air compressor assembly and the fan end of a power engine assembly are in transmission connection through a belt and are driven, and the air compressor assembly is connected with a braking main air bag through an air pipeline; the power speed change reversing box is connected with the hydraulic torque converter assembly through a universal joint transmission shaft and a hydraulic oil pipe, two output shafts of the power speed change reversing box are connected with input shafts of the front walking wheel pair and the rear walking wheel pair through universal joint transmission shafts, and the power engine assembly is coaxially connected with a main shaft of the hydraulic torque converter assembly. The duplicate gear driving pump assembly is connected with a power output port of the hydraulic torque converter assembly through a spline shaft and a bolt, and the duplicate gear driving pump assembly is connected with the static pressure walking hydraulic oil tank and the hydraulic heat dissipation assembly through hydraulic oil pipes.

A track-mounted railway construction machine (1, 40) is described, comprising a machine frame (23) movable on rail bogies (8) with electric travel drives (27), a current collector system (38, 37, 42, 36, 35) for collecting power from an overhead line network (39), and optionally a direct current intermediate circuit (48). In order to create advantageous design and operating conditions, it is proposed that an electric machine (30) be provided which can be operated both as an electric motor and as an electric generator, which on the one hand is drive-connected to an internal combustion engine (10) via a first clutch (K1) and on the other hand is drive-connected to at least one hydraulic pump (20) for operating hydraulically driven work units (2, 4, 41) via a second clutch (K2).

The application provides a comprehensive detection vehicle, comprising a vehicle frame and a vehicle body arranged on the vehicle frame; three sets of power systems arranged in the vehicle body, which are respectively a catenary power system, a battery power system and a diesel generator set power system; the three sets of power systems are switched through a control system of the whole vehicle; wherein, the catenary power system is preferentially adopted; the battery power system can be adopted when there is no catenary or the catenary is faulty; the diesel generator set power system can be adopted when the battery power is insufficient. The application solves the problem that the power of the traditional comprehensive detection vehicle cannot meet the actual use.

The application discloses a kind of multi-pump parallel hydraulic running transmission system and its multi-axis synchronous control device and method, system includes: engine, transfer case, gear box, transmission shaft, two or more above running pump and two or more above motor. Engine is running power source, with transfer case mechanical connection, power is transmitted to running pump connected with transfer case by transfer case. Two or more above running pump parallel drive two or more parallel motor work, motor is realized with transmission shaft by gear box and is combined with the separation. System also includes first proportional valve connected with running pump, and second proportional valve connected with motor. The displacement of motor is controlled by second proportional valve, and the flow of running pump is adjusted by controlling the displacement of running pump by first proportional valve, so as to change the rotating speed of motor, realize the control of transmission shaft torque and rotating speed. The application can solve the technical problems of inconsistent starting, driving force and speed between transmission shafts in the existing running transmission mode.

The utility model discloses a hydraulic drive type low-speed track panel transport vehicle, and belongs to the technical field of track construction. Comprising a flat car and two wheel pairs. A cab is arranged at the front end of the flat car, and a diesel tank, a hydraulic oil tank, a battery, a diesel engine, a servo variable plunger pump, an auxiliary pump and two supporting structures are arranged at the bottom of the flat car. The two wheel pairs are arranged on the two supporting structures respectively, the two supporting structures are each provided with a hydraulic plunger motor, and the hydraulic plunger motors are in transmission connection with rotating shafts of the wheel pairs. The servo variable plunger pump is connected with the hydraulic plunger motor through a main loop and is connected with the hydraulic oil tank through a pipeline; the diesel engine coaxially drives the servo variable displacement piston pump and the auxiliary pump, is connected with the diesel tank through a pipeline and is electrically connected with the battery; an inlet of the auxiliary pump is connected with the hydraulic oil tank through a low-pressure oil supplementing pipeline, one outlet of the auxiliary pump is connected with the main loop through a pipeline with a one-way valve, and the other outlet of the auxiliary pump is connected with a displacement control valve of the servo variable displacement piston pump through a pipeline.

A track-mounted railway construction machine (1, 40) is described, comprising a machine frame (23) movable on rail bogies (8) with electric travel drives (27), a current collector system (38, 37, 42, 36, 35) for collecting power from an overhead line network (39), and optionally a direct current intermediate circuit (48). In order to create advantageous design and operating conditions, it is proposed that an electric machine (30) be provided which can be operated both as an electric motor and as an electric generator, which on the one hand is drive-connected to an internal combustion engine (10) via a first clutch (K1) and on the other hand is drive-connected to at least one hydraulic pump (20) for operating hydraulically driven work units (2, 4, 41) via a second clutch (K2).

The invention relates to a wheel set transmission device for a rail vehicle. The wheel set transmission (1) has a conical pinion (3) which is rigidly arranged on the pinion shaft (2) and a conical ring gear (5) which is rigidly arranged on the wheel set shaft (4) and which meshes with each other. Driving power can be transmitted from the pinion shaft (2) to the wheel set shaft (4) via the conical pinion (3) and the conical ring gear (5). The wheel set transmission (1) further comprises an input shaft (6) arranged coaxially with the pinion shaft (2). A clutch (7) is arranged between the input shaft (6) and the pinion shaft (2).

The invention discloses a power module for a railway diesel-electric locomotive and a method of using the power module, comprising an internal combustion engine, a shock absorber, a two-way clutch, a generator, a mounting base, a transmission device, a mounting frame and a motor; the mounting frame is fixedly connected to the mounting base to form a frame structure; the internal combustion engine, the shock absorber, the two-way clutch, the generator and the motor are mounted in the frame structure; the bottom end of the shock absorber is fixedly mounted on the mounting base, and the top end of the shock absorber is fixedly connected to the internal combustion engine. The power module for the railway diesel-electric locomotive can achieve optimal power distribution according to the needs of the locomotive traction operation, and can solve the problem that the locomotive vehicle cannot drive away from the operating line to the repair shop due to a fault of the internal combustion engine carried by the locomotive, thereby occupying line resources and affecting the operation of other vehicles, and there is a risk of safe line operation. The module has the effects of small module size, low auxiliary power loss, easy installation, easy maintenance and high reliability.

A wheel block, preferably for an overhead traveling crane, wherein the wheel block comprises a housing and a wheel mounted in the housing and protruding out of the housing. In order to allow for proactive maintenance of the wheel with a simple checking process and simultaneously reliable loading and, in particular, overloading detection and identification, according to the invention, the wheel block has a contactless operating measuring device for determining the distance between the measuring device and the wheel, in order to detect and / or identify and / or predict any current and / or future wear on the wheel and / or a loading, in particular an unloaded state and / or an overloaded state, of the wheel block based on measurement signals or measurement data from the measuring device and an evaluation thereof.