TWIN ENGINE POWER UNITER

• US 20180222484A1
• Filed: 02/07/2018
• Published: 08/09/2018
• Est. Priority Date: 02/08/2017
• Status: Active Grant

• Current Assignee: Oshkosh Corporation
• Original Assignee: Oshkosh Corporation
• Inventors: Shively, Jason, Schimke, Martin, Kotloski, Andrew, Newlin, Seth, Kay, David, Hartfiel, Chad
• Granted Patent: US 10,435,026 B2
• Time in Patent Office: Days
• CPC Class Codes: A62C 27/00 Fire-fighting land vehicles
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 17/02 characterised by arrangement, location, or kind of clutch
• CPC Class Codes: B60K 17/28 characterised by arrangement, location, or type of power take-off
• CPC Class Codes: B60K 17/344 having a transfer gear
• CPC Class Codes: B60K 17/346 the transfer gear being a differential gear
• CPC Class Codes: B60K 2025/005 driven by electric motors forming part of the propulsion unit
• CPC Class Codes: B60K 2025/065 the transmission being fluidic, e.g. hydraulic
• CPC Class Codes: B60K 25/02 directly from an engine shaft
• CPC Class Codes: B60K 25/06 from the transmission power take-off transmissions having power-take-off B60K17/28
• CPC Class Codes: B60K 5/08 comprising more than one engine
• CPC Class Codes: B60K 6/08 Prime-movers comprising combustion engines and mechanical or fluid energy storing means
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• CPC Class Codes: B60W 30/1888 Control of power take off [PTO]
• CPC Class Codes: B60Y 2200/14 Trucks; Load vehicles, Busses
• CPC Class Codes: B60Y 2200/142 Heavy duty trucks
• CPC Class Codes: F02D 25/00 Controlling two or more co-operating engines
• CPC Class Codes: F16H 37/041 for conveying rotary motion with constant gear ratio

Abstract

A vehicle includes a chassis, a driveline and an accessory coupled to the chassis and configured to receive rotational mechanical energy, a first driver and a second driver coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device. The power transmission device includes a housing coupled to the chassis, a first input shaft configured to receive the rotational mechanical energy from the first driver, a second input shaft configured to receive the rotational mechanical energy from the second driver, a primary output interface coupled to the driveline, a power takeoff shaft radially aligned with the first input shaft and coupled to the accessory, a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft.

Claims

1. A vehicle, comprising:

a chassis;

a driveline coupled to the chassis, the driveline including a plurality of tractive elements, wherein the driveline is configured to receive rotational mechanical energy and propel the vehicle;

an accessory coupled to the chassis and configured to receive rotational mechanical energy;

a first driver and a second driver each coupled to the chassis and configured to provide a rotational mechanical energy;

a power transmission device comprising;

a housing coupled to the chassis;

a first input shaft rotatably coupled to the housing and configured to receive the rotational mechanical energy from the first driver;

a second input shaft rotatably coupled to the housing and configured to receive the rotational mechanical energy from the second driver;

a primary output interface rotatably coupled to the housing and coupled to the driveline;

a power takeoff shaft rotatably coupled to the housing, radially aligned with the first input shaft, and coupled to the accessory;

a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface such that at least a portion of the rotational mechanical energy from the first driver passes through the first clutch and the primary output interface to the driveline when the first clutch is engaged; and

a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft such that at least a portion of the rotational mechanical energy from the first driver passes through the second clutch and the power takeoff shaft to the accessory when the second clutch is engaged.

2. The vehicle of claim 1, wherein the second clutch is directly coupled to both the first input shaft and the power takeoff shaft, and wherein the first input shaft, the power takeoff shaft, and the second clutch are radially aligned.

3. The vehicle of claim 1, wherein the power takeoff shaft includes a power takeoff interface coupled to the accessory, and wherein the power takeoff interface and the primary output interface are positioned along a first side of the housing.

4. The vehicle of claim 3, wherein the first driver and the second driver are disposed on a second side of the housing, wherein the second side of the housing is opposite the first side of the housing.

5. The vehicle of claim 1, further comprising:

a first gear at least selectively coupled to the first input shaft; and

a second gear coupled to the second input shaft;

wherein the first gear and the second gear are rotationally coupled with one another, wherein the first input shaft extends on a first side of the first gear, and wherein the power takeoff shaft is disposed on a second side of the first gear, wherein the second side of the first gear is opposite the first side of the first gear.

6. The vehicle of claim 5, further comprising a third gear, wherein the primary output interface is part of a primary output shaft, the primary output shaft being radially offset from both the first input shaft and the second input shaft, wherein the third gear is coupled to the primary output shaft, and wherein the first gear is rotationally coupled to the second gear through the third gear.

7. The vehicle of claim 6, wherein the second gear is fixedly coupled to the second input shaft, wherein the third gear is fixedly coupled to the primary output shaft, and wherein the second gear is directly rotationally coupled to the third gear.

8. The vehicle of claim 1, wherein the accessory is a pump that is coupled to the power takeoff shaft and configured to provide a flow of fluid in response to a rotation of the power takeoff shaft.

9. The vehicle of claim 1, wherein the primary output interface is part of a primary output shaft, wherein the primary output shaft is radially offset a first distance from the first input shaft, wherein the second input shaft is radially offset a second distance from the first input shaft, and wherein the second distance is larger than the first distance.

10. A power transmission device, comprising:

a housing;

a first input shaft and a second input shaft each rotatably coupled to the housing;

a primary output interface rotatably coupled to the housing;

a power takeoff shaft rotatably coupled to the housing;

a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface such that at least a portion of a rotational mechanical energy input received by the first input shaft passes through the first clutch to the primary output interface when the first clutch is engaged; and

a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft such that at least a portion of the rotational mechanical energy input received by the first input shaft passes through the second clutch to the power takeoff shaft when the second clutch is engaged;

wherein the primary output interface is directly rotationally coupled to the second input shaft such that at least a portion of a rotational mechanical energy input received by the second input shaft passes to the primary output interface.

11. The power transmission device of claim 10, wherein the second clutch is directly coupled to both the first input shaft and the power takeoff shaft, and wherein the first input shaft, the power takeoff shaft, and the second clutch are radially aligned.

12. The power transmission device of claim 10, wherein the power takeoff shaft includes a power takeoff interface configured to be coupled to an accessory, and wherein the power takeoff interface and the primary output interface are positioned along a first side of the housing.

13. The power transmission device of claim 12, wherein the first input shaft includes a first input interface configured to be coupled to a first source of rotational mechanical energy, wherein the second input shaft includes a second input interface configured to be coupled to a second source of rotational mechanical energy, and wherein the first input interface and the second input interface are positioned along a second side of the housing opposite the first side.

14. The power transmission device of claim 10, further comprising:

a first gear at least selectively coupled to the first input shaft; and

a second gear coupled to the second input shaft;

wherein the first gear and the second gear are rotationally coupled with one another,

wherein the first input shaft extends on a first side of the first gear, and wherein the power takeoff shaft extends on a second side of the first gear opposite the first side.

15. The power transmission device of claim 14, further comprising third gear, wherein the primary output interface is part of a primary output shaft, the primary output shaft being radially offset from both the first input shaft and the second input shaft, wherein the third gear is coupled to the primary output shaft, and wherein the first gear is rotationally coupled to the second gear through the third gear.

16. The power transmission device of claim 15, wherein the first gear is radially aligned with the first input shaft, and wherein the first clutch is configured to selectively rotationally couple the first input shaft to the primary output shaft by selectively coupling the first gear to the first input shaft.

17. The power transmission device of claim 10, wherein the primary output interface is part of a primary output shaft that is radially offset from the second input shaft, and wherein the primary output interface is directly rotationally coupled to the second input shaft through a plurality of gears.

18. A vehicle, comprising:

a chassis;

a driveline coupled to the chassis, the driveline including a plurality of tractive elements, wherein the driveline is configured to receive mechanical energy and propel the vehicle;

a first driver and a second driver each coupled to the chassis;

a power transmission device configured to receive mechanical energy from the first driver and the second driver, the power transmission device comprising;

a first input interface coupled to the first driver;

a second input interface coupled to the second driver;

a primary output interface coupled to the driveline;

a power takeoff interface;

a first clutch configured to selectively rotationally couple the first input interface to the primary output interface; and

a second clutch configured to selectively rotationally couple the first input interface to the power takeoff interface; and

a controller configured to selectively reconfigure the vehicle between a plurality of different modes of operation, wherein the second input interface is rotationally coupled to the primary output interface in all of the modes of operation;

wherein in a first one of the modes of operation, the controller is configured to engage the first clutch and disengage the second clutch, thereby configuring the power transmission device to transfer mechanical energy from the first driver to the driveline; and

wherein in a second one of the modes of operation, the controller is configured to engage the second clutch and disengage the first clutch, thereby configuring the power transmission device to transfer mechanical energy from the first driver to the power takeoff interface.

19. The vehicle of claim 18, wherein during the first one of the modes of operation, the controller is configured to receive a user input relating to a desired acceleration of the vehicle and control both the first driver and the second driver to output a torque corresponding to the user input.

20. The vehicle of claim 18, further comprising a pump coupled to the power takeoff interface and configured to use mechanical energy and provide a flow of fluid, wherein during the second one of the modes of operation, the controller is configured to control a speed of the first driver to reach a target speed such that the pump supplies fluid at a desired flow rate.