Hybrid airport fire truck chassis operation control system

Abstract

The utility model discloses a hybrid airport fire fighting truck chassis operation control system which comprises a chassis frame and further comprises an engine installed at the rear end of the chassis frame. The driving motor is mounted on the chassis frame; the motor clutch is mounted between the driving motor and the engine; the hydraulic torque converter is mounted at one end, far away from the engine, of the driving motor; and the modulation clutch is mounted on one side of the hydraulic torque converter. In the running fire-fighting mode, the engine and the motor drive the power takeoff at a constant rotating speed, surplus power is unlocked through the hydraulic torque converter and the clutch is modulated to dynamically adjust the vehicle speed, the running speed can be continuously adjusted within the range of 0-40 km / h, meanwhile, the flow of the water pump is kept stable, the problem that a traditional vehicle must be stopped to start the fire pump is solved, and the fire-fighting efficiency is improved. And the fire extinguishing response efficiency is improved by 60%.

Description

Technical Field

[0001] This utility model belongs to the technical field of special chassis for airport fire trucks. Specifically, this utility model relates to a hybrid airport fire truck chassis operation control system. Background Technology

[0002] In my country, most of the high-performance fire trucks used in airport aircraft fire rescue are imported, which leads to problems such as high procurement costs, long delivery times, and significant impact from trade barriers. Although domestically produced high-performance airport fire trucks have made some progress in recent years, their market share is still less than 5%. The fundamental reason for this is that key components of the power transmission system, such as high-power engines, multi-speed automatic transmissions, high-power transfer cases, and axles, are monopolized by foreign countries. This results in traditional domestically produced fuel vehicles being used only as "main combat" vehicles (vehicles whose acceleration performance cannot meet regulatory requirements).

[0003] However, existing technologies have insufficient dynamic control. When firefighting while driving, the vehicle speed and water pump speed are coupled and difficult to control independently, resulting in response delays. Utility Model Content

[0004] This invention provides a hybrid airport fire truck chassis operation control system, which solves the problems mentioned in the background art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a hybrid airport fire truck chassis operation control system, including a chassis frame, and further comprising:

[0006] An engine, which is mounted at the rear end of the chassis frame;

[0007] A drive motor, which is mounted on a chassis frame;

[0008] An electric motor clutch is installed between a drive motor and an engine;

[0009] A hydraulic torque converter, wherein the hydraulic torque converter is mounted at the end of the drive motor away from the engine;

[0010] A modulation clutch, wherein the modulation clutch is located at the output end of the hydraulic torque converter;

[0011] A power take-off (PTO) is located on one side of the hydraulic torque converter.

[0012] Preferably, a power battery is mounted on one side of the chassis frame via a bracket, and the power battery is electrically connected to a motor controller.

[0013] Preferably, the motor controller is electrically connected to the drive motor, and the motor controller is equipped with a control system module.

[0014] The beneficial effects of adopting the above technical solutions are:

[0015] In the driving firefighting mode, the engine and motor drive the power take-off at a constant speed. The surplus power dynamically adjusts the vehicle speed through the hydraulic torque converter unlocking and modulation clutch, achieving continuous adjustment within the driving speed range of 0-40km / h. At the same time, it maintains a stable water pump flow rate, solving the pain point that traditional vehicles must be stopped to start the fire pump, and improving the fire extinguishing response efficiency by 60%. Attached Figure Description

[0016] Figure 1 This is a real vehicle assembly drawing provided by this utility model;

[0017] Figure 2 This is a top view of the actual vehicle provided by this utility model;

[0018] Figure 3 This is a partially enlarged schematic diagram provided by this utility model;

[0019] Figure 4 This is a schematic diagram of the power chain principle provided by this utility model;

[0020] in:

[0021] 1. Engine; 2. Drive motor; 3. Motor clutch; 4. Hydraulic torque converter; 5. Modulation clutch; 6. Power take-off; 7. Power battery; 8. Motor controller; 9. Control system module. Detailed Implementation

[0022] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of this utility model, and to facilitate its implementation.

[0023] Specifically, such as Figures 1 to 4 As shown, a hybrid airport fire truck chassis operation control system includes a chassis frame and further includes:

[0024] Engine 1, which is mounted at the rear end of the chassis frame;

[0025] Drive motor 2, which is mounted on the chassis frame;

[0026] Motor clutch 3, wherein the motor clutch 3 is installed between the drive motor 2 and the engine 1;

[0027] A hydraulic torque converter 4 is installed at the end of the drive motor 2 away from the engine 1;

[0028] Modulation clutch 5, which is located at the output end of hydraulic torque converter 4;

[0029] The power take-off unit 6 is located on one side of the hydraulic torque converter.

[0030] It should be noted that the functions of the above components are as follows:

[0031] 1. Engine 1: Provides conventional diesel power to the chassis.

[0032] 2. Motor Clutch 3: Disconnects the clutch connecting the engine to the rear end in pure electric mode.

[0033] 3. Drive motor 2: A high-voltage motor used to compensate for insufficient engine power.

[0034] 4. Hydraulic torque converter 4: During normal driving, the hydraulic torque converter is in locked mode, and the front-end power is 100% transmitted to the chassis; in fire driving mode, the hydraulic torque converter is unlocked, and the front-end speed of the torque converter does not affect the rear end, and torque is transmitted only through hydraulic force.

[0035] 5. Modulation Clutch 5: In fire-fighting mode, the accelerator pedal controls the engagement depth of this clutch, thereby controlling the amount of torque transmitted to the rear end.

[0036] 6. Power Take-Off (PTO): The mechanism that provides power to the water pump when operating in fire-fighting mode.

[0037] In addition, unlike traditional commercial vehicles on the domestic market, the engine of this hybrid system is located at the rear of the vehicle and is arranged in the opposite direction. The power transmission is completed through a transmission chain consisting of the engine, motor clutch, P2 hybrid motor, hydraulic torque converter and gearbox. For the first time, the P2 motor is integrated into the front end of the domestic gearbox, which improves power redundancy.

[0038] In detail, the power take-off (PTO) and the torque converter are parallel systems. The power transmitted from the engine and motor is distributed to the PTO and the torque converter, and then transmitted to the modulation clutch. In this process, the engine and motor give priority to providing power to the PTO. The torque converter only receives the remaining set power and transmits it to the transmission. The modulation clutch then transmits this set power to the gearbox through the clutch engagement depth to control the amount of power transmitted.

[0039] A power battery 7 is mounted on one side of the chassis frame via a bracket, and the power battery 7 is electrically connected to a motor controller 8.

[0040] It should be noted that the power battery 7 is an energy storage device that provides high-voltage energy to the motor controller, and the power battery 7 is equipped with an active liquid cooling / heating system. In extreme environments of -30℃, the battery discharge efficiency is ≥80%, ensuring that the rapid acceleration performance is not affected.

[0041] The motor controller 8 is electrically connected to the drive motor 2, and the motor controller 8 is equipped with a control system module 9;

[0042] It should be noted that the motor controller 8 is a device for converting the energy of the power battery into the kinetic energy of the motor; the control system module 9 is a module that coordinates the operation of the vehicle engine, motor and auxiliary equipment, which belongs to existing and well-established technology and does not involve control logic.

[0043] The specific working method is described below using specific embodiments: Example 1

[0044] In pure electric mode: the motor clutch is disengaged, the hydraulic torque converter is locked, the modulation clutch is 100% engaged, and the power take-off is disengaged; the drive motor drives the gearbox independently. Example 2

[0045] In hybrid mode: the motor clutch is engaged, the hydraulic torque converter is locked, the modulation clutch is 100% engaged, and the power take-off is disengaged; the engine and the drive motor jointly drive the transmission. Example 3

[0046] Firefighting mode while driving: The motor clutch engages, the hydraulic torque converter unlocks, the modulation clutch engages according to the depth of the accelerator pedal, and the power take-off engages; the engine and drive motor output power at a constant speed according to the speed value requested by the superstructure and transmit power to the power take-off. The excess power is transmitted to the modulation clutch through the hydraulic torque converter. The modulation clutch responds to the depth of the accelerator pedal to control the vehicle speed, thereby realizing the firefighting function while driving.

[0047] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A hybrid airport fire vehicle chassis operation control system, comprising a chassis frame, characterized in that, Also include: Engine (1), the engine (1) is installed in chassis frame rear end; Driving motor (2), the driving motor (2) is installed on chassis frame; Motor clutch (3), the motor clutch (3) is installed between driving motor (2) and engine (1); Torque converter (4), the torque converter (4) is installed at one end of driving motor (2) away from engine (1); Modulation clutch (5), the modulation clutch (5) is located at the output end of torque converter (4); Power takeoff (6), the power takeoff (6) power takeoff is on one side of torque converter.

2. The hybrid airport fire vehicle chassis operation control system of claim 1, wherein: The side of the chassis frame is provided with a power battery (7) through a support, and the power battery (7) is electrically connected with a motor controller (8).

3. The hybrid airport fire vehicle chassis operation control system of claim 2, wherein: The motor controller (8) is electrically connected with the driving motor (2), and a control system module (9) is arranged on the motor controller (8).

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