Twin Engine Power Uniter for Dynamic Power Distribution
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Solution Overview
Problem
Conventional ARFF vehicles have limited ability to dynamically distribute power between driveline and pumping systems, prioritizing either propulsion or fluid supply, which can lead to inefficiencies in emergency response scenarios.
Innovation Solution
A power transmission device with multiple input shafts, a primary output interface, and a power takeoff shaft, coupled with clutches that allow selective energy routing between engines, driveline, and accessories, enabling flexible operation modes such as dual engine drive and pump and roll modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If conventional power transmission systems are used with a single engine, then the structure is simple, but the ability to dynamically distribute power between driveline and pumping systems is limited
Solution Approach 1:
The power transmission system is segmented into multiple independent input shafts (first input shaft coupled to first engine, second input shaft coupled to second engine) that can operate independently or in combination. This segmentation allows flexible power distribution by selectively engaging different input shafts to different outputs based on operational requirements, resolving the contradiction between adaptability and complexity.
Solution Approach 2:
The power transmission device is designed with multi-functionality to handle various operational modes: both engines can drive the driveline simultaneously (dual-engine drive mode), one engine can drive the driveline while the other drives the pump (pump-and-roll mode), or one engine can drive the accessory (pumping mode). This universal design enables the system to adapt to different power distribution needs without requiring completely different transmission systems for each mode.
2Speed
If power is prioritized to the driveline for high-speed response, then propulsion performance is improved, but pumping system power availability is reduced
Solution Approach 1:
The system employs dynamic power distribution through selectively engageable clutches that allow real-time switching between different power routing configurations. During emergency response, both engines can be dynamically coupled to the driveline for maximum speed. Upon arrival, the system can dynamically reconfigure to route power from one engine to the pump while maintaining vehicle propulsion, optimizing power allocation based on instantaneous operational needs rather than fixed configurations.
3Power
If power is prioritized to the pumping system for fluid supply, then pumping capability is improved, but driveline propulsion power is reduced
Solution Approach 1:
The system merges the output of two separate engines through the power transmission device, allowing their combined power to be distributed to both the driveline and pumping system simultaneously. In pump-and-roll mode, the first engine drives the driveline while the second engine drives the pump, effectively combining the power outputs of both engines to satisfy both propulsion and pumping requirements, thereby resolving the contradiction between pumping power and propulsion force.
4Productivity
If a single engine powers both driveline and accessory, then the engine count is reduced, but the ability to independently control power distribution is limited
Solution Approach 1:
The power transmission device acts as an intermediary between the engines and the power outputs (driveline and pump). It includes multiple input shafts that can be selectively coupled to multiple outputs through engageable clutches, enabling independent control of power routing. This intermediary mechanism allows each engine to be independently controlled and routed to different outputs based on operational requirements, improving both productivity and ease of operation compared to direct single-engine configurations.
Data Source
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AI summary
A vehicle includes a chassis (12), a driveline (300) and an accessory (400) coupled to the chassis and configured to receive rotational mechanical energy, a first driver (120) and a second driver (110) coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device (150). The power transmission device includes a housing (160) coupled to the chassis, a first input shaft (200) configured to receive the rotational mechanical energy from the first driver (120), a second input shaft (192) configured to receive the rotational mechanical energy from the second driver (110), a primary output interface (156) coupled to the driveline, a power takeoff shaft (220) radially aligned with the first input shaft and coupled to the accessory, a first clutch (170) configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch (180) configured to selectively rotationally couple the first input shaft to the power takeoff shaft.