Power switching engineering vehicle

Abstract

The utility model discloses a power switching engineering vehicle which comprises a transfer case, an auxiliary driving device and a control module. The transfer case comprises a first gear, an input shaft, a second gear, a driving gear, an intermediate shaft, a driven gear, an air cylinder shifting fork, an output shaft and an output gear. The sensor is installed on the air cylinder shifting fork and used for sensing the positions of the driven gear and the driving gear and outputting position signals to the control module. The control module is used for controlling the operation of the auxiliary driving device according to the position signal to drive the output shaft to rotate so as to change the phase of the driven gear; operation of the cylinder shifting fork is controlled to drive the driving gear to slide on the middle shaft in the axial direction, and meshing and separation of the driven gear and the driving gear are completed. Through cooperation of the sensor, the auxiliary driving device and the control module, phase adjustment of the driven gear can be achieved without starting a chassis engine, power switching is achieved through meshing and separation between the driving gear and the driven gear, operation is easy, use is reliable, and switching efficiency is high.

Description

Technical Field

[0001] The utility model relates to a power switching engineering vehicle, belonging to the technical field of engineering vehicles. Background Art

[0002] In the field of engineering technology, the chassis engine provides power for engineering vehicles, the gearbox or power take-off transmits the power to the transfer case, and then after switching in the transfer case, it is transmitted to each hydraulic pump (generator) or chassis rear axle. Engineering vehicles generally have two power states, driving state and operating state. In the driving state, the power is transmitted to the chassis rear axle to drive the vehicle. In the operating state, the power is transmitted to each hydraulic pump or generator of the operating system.

[0003] When the power is switched, the engine is first shut down, and the cylinder fork is used to push the driving teeth in the transfer case back and forth to achieve the engagement and disengagement of the driving and driven teeth; due to the phase difference between the driving and driven teeth in the transfer case, it is difficult to engage them in one go; usually the driving wheel is returned to its original position, and the chassis engine is started to adjust the driving wheel phase for secondary engagement, and this operation is repeated to achieve complete engagement; this operation method requires frequent engine starts and is complex to operate; and the engine speed is high, and there is a great deal of uncertainty in adjusting the phase of the driving wheel, and multiple operations are required to complete the engagement of the driving and driven teeth.

[0004] The information disclosed in this background technology section is only intended to increase the understanding of the overall background of the utility model, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to ordinary technicians in this field. Utility Model Content

[0005] The purpose of the utility model is to overcome the deficiencies in the prior art and provide a power switching engineering vehicle. Through the cooperation of sensors, auxiliary drive devices and control modules, the phase adjustment of the driven gear can be achieved without starting the chassis engine, and the power switching is achieved through the meshing and separation between the main and driven gears. The operation is simple, the use is reliable and the switching efficiency is high.

[0006] In order to achieve the above purpose, the utility model is implemented by adopting the following technical solutions:

[0007] The utility model discloses a power switching engineering vehicle, comprising a transfer case, an auxiliary drive device and a control module; the transfer case comprises a first gear, an input shaft, a second gear, a driving gear, an intermediate shaft, a driven gear, a cylinder shift fork, an output shaft and an output gear;

[0008] The input shaft is fixedly connected to the first gear, the first gear is meshedly connected to the second gear; the second gear is fixedly connected to the intermediate shaft; a driving gear and a driven gear are movably mounted on the intermediate shaft, the cylinder fork is connected to the driving gear; the driven gear is meshedly connected to the output gear; one end of the output shaft is fixedly connected to the output gear, and the other end of the output shaft is connected to the auxiliary drive device;

[0009] The sensor is mounted on the cylinder fork and is used to sense the positions of the driven gear and the driving gear and output position signals to the control module;

[0010] The control module is used to control the operation of the auxiliary drive device to drive the output shaft and the output gear to rotate according to the position signal of the sensor, thereby changing the phase of the driven gear; and control the operation of the cylinder fork to drive the driving gear to slide axially on the intermediate shaft to complete the engagement and separation of the driven gear and the driving gear.

[0011] Furthermore, the driven gear is movably mounted on the intermediate shaft via a bearing, and no power is transmitted between the driven gear and the intermediate shaft.

[0012] Furthermore, a sliding groove is provided on the intermediate shaft along the axial direction, the driving gear is movably installed in the sliding groove, and the driving gear rotates together with the intermediate shaft.

[0013] Furthermore, it also includes a chassis engine and a universal transmission shaft, and the chassis engine is connected to the input shaft through the universal transmission shaft.

[0014] Furthermore, it also includes a coupling and an actuator, and the actuator is connected to the output shaft through the coupling.

[0015] Furthermore, the auxiliary drive device includes a drive shaft, an electromagnetic clutch and a DC reduction motor;

[0016] One end of the electromagnetic clutch is connected to the drive shaft, and the other end is connected to the DC reduction motor; the control end of the electromagnetic clutch is connected to the control module;

[0017] When the electromagnetic clutch is in the engaged state, the DC reduction motor drives the drive shaft and the output shaft to rotate through the electromagnetic clutch;

[0018] When the electromagnetic clutch is in the disengaged state, there is no power transmission between the DC reduction motor and the drive shaft.

[0019] Compared with the prior art, the utility model has the following beneficial effects:

[0020] The power switching engineering vehicle of the utility model can realize phase adjustment of the driven gear without starting the chassis engine through the cooperation of sensors, auxiliary drive devices and control modules, and realizes power switching through the meshing and separation between the main and driven gears. The operation is simple, the use is reliable and the switching efficiency is high.

[0021] The utility model has a controllable single adjustment angle, can reduce the number of phase adjustments between the driving gear and the driven gear, and realizes rapid meshing. The entire operation link constitutes a closed-loop operation, which is convenient for automatic control, has the characteristics of simple operation, low cost, high efficiency and convenience, and has wide applicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural diagram of a power switching engineering vehicle provided in an embodiment;

[0023] Figure 2 is a structural schematic diagram of an auxiliary drive device provided in an embodiment;

[0024] Figure 3 is a control principle diagram of a power switching engineering vehicle provided in an embodiment;

[0025] Figure 4 It is a control principle diagram of a plc controller provided in an embodiment;

[0026] Figure 5 It is a circuit schematic diagram of a PLC controller provided in an embodiment;

[0027] In the figure: 1. Chassis engine; 2. Universal drive shaft; 3. Transfer case; 4. Coupling; 5. Actuator; 6. Auxiliary drive device;

[0028] 3.1, first gear; 3.2, input shaft; 3.3, second gear; 3.4, driving gear; 3.5, intermediate shaft; 3.6, driven gear; 3.7, cylinder fork; 3.8, output shaft; 3.9, output gear;

[0029] 6.1. Driving shaft; 6.2. Electromagnetic clutch; 6.3. DC reduction motor. DETAILED DESCRIPTION

[0030] The utility model is further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the utility model, and cannot be used to limit the protection scope of the utility model.

[0031] This embodiment provides a power switching engineering vehicle, such as Figure 1As shown, it includes a transfer case 3, an auxiliary drive device 6 and a control module; the transfer case 3 includes a first gear 3.1, an input shaft 3.2, a second gear 3.3, a driving gear 3.4, an intermediate shaft 3.5, a driven gear 3.6, a cylinder fork 3.7, an output shaft 3.8 and an output gear 3.9;

[0032] The input shaft 3.2 is fixedly connected to the first gear 3.1, and the first gear 3.1 is meshedly connected to the second gear 3.3; the second gear 3.3 is fixedly connected to the intermediate shaft 3.5; a driving gear 3.4 and a driven gear 3.6 are movably mounted on the intermediate shaft 3.5, and a cylinder fork 3.7 is connected to the driving gear 3.4; the driven gear 3.6 is meshedly connected to the output gear 3.9; one end of the output shaft 3.8 is fixedly connected to the output gear 3.9, and the other end of the output shaft 3.8 is connected to the auxiliary drive device 6;

[0033] The sensor is installed on the cylinder fork 3.7, and is used to sense the positions of the driven gear 3.6 and the driving gear 3.4 and output the position signal to the control module;

[0034] The control module is used to control the operation of the auxiliary drive device 6 to drive the output shaft 3.8 and the output gear 3.9 to rotate according to the position signal of the sensor, thereby changing the phase of the driven gear 3.6; control the operation of the cylinder fork 3.7 to drive the driving gear 3.4 to slide axially on the intermediate shaft 3.5, and complete the engagement and separation of the driven gear 3.6 and the driving gear 3.4.

[0035] The working principle of the utility model is: through the cooperation of the sensor, the auxiliary drive device 6 and the control module, the phase adjustment of the driven gear 3.6 can be achieved without starting the chassis engine 1, and the power switching is achieved through the meshing and separation between the main and driven gears 3.6. The operation is simple, the use is reliable, and the switching efficiency is high.

[0036] like Figure 1 As shown, the power switching engineering vehicle of this embodiment also includes a chassis engine 1, a universal transmission shaft 2, a coupling 4 and an actuator 5. The chassis engine 1 is connected to the input shaft 3.2 through the universal transmission shaft 2; the actuator 5 is connected to the output shaft 3.8 through the coupling 4.

[0037] The driven gear 3.6 is movably mounted on the intermediate shaft 3.5 through a bearing, and there is no power transmission between the driven gear 3.6 and the intermediate shaft 3.5.

[0038] A sliding groove is provided in the axial direction of the intermediate shaft 3.5, and the driving gear 3.4 is movably installed in the sliding groove, and the driving gear 3.4 rotates together with the intermediate shaft 3.5. The cylinder fork 3.7 is connected to the driving gear 3.4, so that the driving gear 3.4 has a first position away from the driven gear 3.6 and a second position meshing with the driven gear 3.6. When the driven gear 3.6 meshes with the driving gear 3.4, the power transmission is realized through the meshing of the driven gear 3.6 and the driving gear 3.4.

[0039] like Figure 2 As shown, the auxiliary drive device 6 includes a drive shaft 6.1, an electromagnetic clutch 6.2 and a DC reduction motor 6.3;

[0040] One end of the electromagnetic clutch 6.2 is connected to the drive shaft 6.1, and the other end is connected to the DC reduction motor 6.3; the control end of the electromagnetic clutch 6.2 is connected to the control module;

[0041] When the electromagnetic clutch 6.2 is in the engaged state, the DC reduction motor 6.3 drives the drive shaft 6.1 and the output shaft 3.8 to rotate through the electromagnetic clutch 6.2;

[0042] When the electromagnetic clutch 6.2 is in the disengaged state, no power is transmitted between the DC reduction motor 6.3 and the drive shaft 6.1.

[0043] It should be noted that, compared with AC reduction motors, the auxiliary drive device of the present application adopts a DC reduction motor, which can obtain power through the chassis or the battery installed on the upper body, and is more convenient to operate.

[0044] The sensor in this embodiment adopts Schneider Electric XCK-M121 limit switch, and the control module adopts PLC controller, the specific model is EPEC-4602 of EPEC company. Figure 3-5 As shown, the PLC controller in this embodiment determines the engine state through the CAN bus signal and performs power switching; according to the position signal of the sensor, the clutch of the electromagnetic clutch 6.2 and the operation of the cylinder fork 3.7 are controlled, which belongs to the conventional settings in this field and does not involve the improvement of the logic algorithm.

[0045] The specific working principle is as follows:

[0046] The engineering vehicle of this embodiment includes two states, namely, an operating state and a driving state.

[0047] When the engineering vehicle switches from the working state to the driving state, the cylinder fork 3.7 drives the driving gear 3.4 to disengage from the driven gear 3.6, thereby cutting off the power.

[0048] When the engineering vehicle is in a driving state, the driving gear 3.4 and the driven gear 3.6 in the transfer case 3 are separated, so that the power is cut off and the power required for driving is ensured.

[0049] When the engineering vehicle switches from the driving state to the working state, the cylinder fork 3.7 pushes the driving gear 3.4 to mesh with the driven gear 3.6. When there is a phase difference between the driving gear 3.4 and the driven gear 3.6, the cylinder cannot push the two to mesh effectively, and the cylinder fork 3.7 drives the driving gear 3.4 back to its original position; at the same time, the sensor on the cylinder fork 3.7 senses the position of the driven gear 3.6 and the driving gear 3.4 and outputs the position signal to the control module. According to the position signal of the sensor, the control module controls the electromagnetic clutch 6.2 of the auxiliary drive device 6 to be energized and attracted, and the DC reduction motor 6.3 drives the driving shaft 6.1 and the output shaft 3.8 to rotate through the electromagnetic clutch 6.2, and then drives the output gear 3.9 to rotate, thereby adjusting the phase of the driven gear 3.6. At this time, the electromagnetic clutch 6.2 is powered off, and the cylinder fork 3.7 drives the driving gear 3.4 and the driven gear 3.6 to mesh again; this reciprocates until the effective meshing is completed, and the entire drive link forms a closed loop through signal detection.

[0050] When the engineering vehicle is in operation, the driving gear 3.4 and the driven gear 3.6 are in meshing state, and the power transmission process is as follows: the chassis engine 1 is connected to the input shaft 3.2 through the universal transmission shaft 2, and the power is transmitted to the driving gear 3.4 and the intermediate shaft 3.5 through the meshing of the first gear 3.1 and the second gear 3.3. The driving gear 3.4 rotates with the intermediate shaft 3.5, and the cylinder fork 3.7 drives the driving gear 3.4 to slide forward along the intermediate shaft 3.5 to achieve meshing with the inner teeth of the driven gear 3.6. The driven gear 3.6 is installed on the intermediate shaft 3.5 through the bearing, and there is no power transmission between the two. The driven gear 3.6 and the output gear 3.9 are always meshed to ensure that the power is transmitted to the coupling 4 through the output shaft 3.8, thereby driving the actuator 5 to work.

[0051] The entire power switching link forms a closed loop, which can realize automatic control and achieve low-cost, efficient and convenient switching of the power system.

[0052] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0053] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0054] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A power switching engineering vehicle, characterized in that: The invention comprises a transfer case (3), an auxiliary drive device (6) and a control module; the transfer case (3) comprises a first gear (3.1), an input shaft (3.2), a second gear (3.3), a driving gear (3.4), an intermediate shaft (3.5), a driven gear (3.6), a cylinder shift fork (3.7), an output shaft (3.8) and an output gear (3.9); The input shaft (3.2) is fixedly connected to the first gear (3.1), and the first gear (3.1) is meshedly connected to the second gear (3.3); the second gear (3.3) is fixedly connected to the intermediate shaft (3.5); a driving gear (3.4) and a driven gear (3.6) are movably mounted on the intermediate shaft (3.5), and the cylinder fork (3.7) is connected to the driving gear (3.4); the driven gear (3.6) is meshedly connected to the output gear (3.9); one end of the output shaft (3.8) is fixedly connected to the output gear (3.9), and the other end of the output shaft (3.8) is connected to the auxiliary drive device (6); The sensor is mounted on the cylinder fork (3.7) and is used to sense the positions of the driven gear (3.6) and the driving gear (3.4) and output a position signal to the control module; The control module is used to control the operation of the auxiliary drive device (6) to drive the output shaft (3.8) and the output gear (3.9) to rotate according to the position signal of the sensor, thereby changing the phase of the driven gear (3.6); and to control the operation of the cylinder fork (3.7) to drive the driving gear (3.4) to slide axially on the intermediate shaft (3.5), thereby completing the meshing and separation of the driven gear (3.6) and the driving gear (3.4).

2. The power switching engineering vehicle according to claim 1, characterized in that: The driven gear (3.6) is movably mounted on the intermediate shaft (3.5) via a bearing, and no power is transmitted between the driven gear (3.6) and the intermediate shaft (3.5).

3. The power switching engineering vehicle according to claim 1, characterized in that: A sliding groove is provided on the intermediate shaft (3.5) along the axial direction, the driving gear (3.4) is movably mounted in the sliding groove, and the driving gear (3.4) rotates together with the intermediate shaft (3.5).

4. The power switching engineering vehicle according to claim 1, characterized in that: It also includes a chassis engine (1) and a universal transmission shaft (2), wherein the chassis engine (1) is connected to an input shaft (3.2) via the universal transmission shaft (2).

5. The power switching engineering vehicle according to claim 1, characterized in that: It also includes a coupling (4) and an actuator (5), wherein the actuator (5) is connected to the output shaft (3.8) via the coupling (4).

6. The power switching engineering vehicle according to claim 1, characterized in that: The auxiliary drive device (6) comprises a drive shaft (6.1), an electromagnetic clutch (6.2) and a DC reduction motor (6.3); One end of the electromagnetic clutch (6.2) is connected to the drive shaft (6.1), and the other end is connected to the DC reduction motor (6.3); the control end of the electromagnetic clutch (6.2) is connected to the control module; When the electromagnetic clutch (6.2) is in the engaged state, the DC reduction motor (6.3) drives the drive shaft (6.1) and the output shaft (3.8) to rotate through the electromagnetic clutch (6.2); When the electromagnetic clutch (6.2) is in a disengaged state, no power is transmitted between the DC reduction motor (6.3) and the drive shaft (6.1).

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